irc sp 019.2001
TRANSCRIPT
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IRC:SP:
19-2001
FOR
SURVEY,
INVESTIGATION
AND
PREPARATION
OF
ROAD
PROJECTS
INDIAN
ROADS
CONGRESS
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IRC;SP:I9-200I
MANUAL FOR SURVEY,
INVESTIGATION
AND
PREPARATION
OF ROAD
PROJECTS
Published
by :
INDIAN
ROADS
CONGRESS
Jamnagar
House,
Shahjahan
Road,
New
Delhi
110011
2001
Price
?
400
(Plus
packing
&
postage)
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IRC:SP:19-2001
First Published
First
Revision
Reprinted
Reprinted
Reprinted
Reprinted
Reprinted
December,
1997
December,
2001
May,
2005
June,
2006
August,
2008
June,
2010
December,
2012
(Rights
of
Publication
and
Translation
are reserved)
Printed
at
:
India Offset
Press, New
Delhi
-
1
10064
(1000
copies)
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IRC:SP:
19-2001
CONTENTS
Page
Personnel
of the
Highways
Specifications
& Standards Committee
(i)
&
(ii)
1.
Introduction
1
2.
Scope
2
3.
Stages
in
Project
Preparation
3
4.
Guiding Principles
of
Route Selection
and
Alignment
Improvement
S
5.
Survey
of Socio-Economic
Profile
7
6.
Traffic Surveys
and
Analysis
7
6.1.
General
7
6.2. Classified Traffic
Volume
Counts
8
6.3. Origin-Destination
(O-D) Surveys-
8
6.4.
Speed
and
Delay
Studies
9
6.5.
Traffic
Surveys
for
Design
of Road Junctions
9
6.6.
Traffic
Surveys
for Replacing Railway Level
Crossings
with
Over-Bridges/Subways
10
6.7.
Axle
Load
Survey 10
6.8. Accident
Records
10
6.9.
Traffic
Projection
10
7. Reconnaissance Survey
11
7.1. Purpose
11
7.2.
Survey
Method
U
7.3. Study of Survey-Sheets, Maps
etc.
11
7.4. Aerial Reconnaissance 22
7.5. Ground
Reconnaissance
22
7.6.
Reconnaissance Report
23
8. Preliminary
Survey 23
8.1.
Purpose
23
8.2.
Survey
Procedure
24
8.3. Map
Preparation 25
9.
Environmental
Impact
Study and Resettlement
and
Rehabilitation
Action
Plan
25
9.1.
General
25
9.2.
Environmental
Analysis
26
9.3.
Environmental
Design
27
9.4.
Environmental
Management
Action Plan 27
9.5.
Resettlement and
Rehabilitation
Action
Plan
(RAP)
27
10.
Feasibility
Report
28
11. Selection
of Optimum
Alignment
in
the
Design
Office 30
12. Final
Location
Survey
31
12.1.
Purpose
31
12.2.
Staking Final
Centre
Line
31
12.3.
Bench Marks
32
12.4.
Longitudinal
Sections
and
Cross-Sections
32
12.5. Proper
Protection
of
Points of
Reference
33
13. Soil
and
Material
Surveys
33
13.1.
General
33
13.2.
Study
of
Available
Information
33
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IRC:SP:
19-2001
Page
13.3. Soillnvestigations
for
Low
Embankments
34
13.4. Speciallnvestigations
for
High
Embankments
36
13.5. Soillnvestigations
for
Cut
Sections
36
13.6.
Special
Investigations in
Landslide Prone Areas
36
13.7.
Detailed
Investigation
for
Flexible Pavement Design
17
13.8. Detailed Investigation
for
Rigid Pavement
Design
37
13.9.
Naturally
Occurring Aggregates
for
Pavement
Courses
40
13.10. Manufactured Aggregates
(Brick Aggregate)
40
13.1
1.
Manufactured
Items
40
13.12. Water for
Construction
Purposes
40
14.
Road Inventory
and Condition Survey
^
43
15.
Drainage
Studies
46
15.1 General
46
15.2.
High
Flood
Level
46
15.3. Deptt. of Water-Table
r
46
15.4.
Ponded
Water Level
47
15.5. Special
Investigations for Cut-Sections
47
15.6.
Surface Run-off
'
47
16. Cross-Drainage
Structures
48
17.
Preparation
and Presentation
of Project
Documents
(Detailed Project Report)
5<0
17.1.
General
50
17.2.
Project
Report
. 50^
17.3. Estimate
55
17.4. Drawings
55
17.5.
Check List
.
57
APPENDICES
Appendix- 1
Guiding
Principles Covering Route
Selection and Highway
Location 58
Appendix-2 Traffic
Growth
Rate Estimation 62
Appendix-3 Points
on
which
Data
may
be
Collected
during Ground
Reconnaissance 64
Appendix-4 Check
List
of
Major Operations
Involved in the Survey
and Investigation
for
a Road
Project 66
Appendix-5
Recommended
Mitigating
Measures
and
Suggested Grading for Initial
Environmental
Examination
67
Appendix-6
Check
List
for
a
Highway
Feasibility
Report
69
Appendix-7
Typical
Road
Inventory
Format
71
Appendix-8
Introduction
of Computer Based
Road
Data
Bank
77
Appendix-9
Check
List of Items for a Highway Project
Report
79
Appendix-
10 List
of
Laboratory
Tests
to
be
Conducted for
Highway
Embankments
81
Appendix- 1
1 Salient
Features
of
the Mmistry
of
Environment
and
Forest
(MOEF)
Guidelines
for
Highway
Projects
83
I
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IRC:SP:
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PERSONNEL
OFTHE
HIGHWAYS
SPECIFICATIONS
&
STANDARDS
COMMITTEE
(As
on
25-10-1998)
1
.
Praflilla Kumar
(Convenor)
2.
C.C.
Bhattacharya
(Member-Secretary)
3.
J.B. Mathur
4.
Nirmal
Jit
Singh
5.
Prof.
Gopal
Ranjan
6.
Prof.
P.K. Sikdar
7.
Dr. L.R.
Kadiyali
8.
H.P.
Jamdar
9.
P.D.
Wani
10.
S.C.
Sharma
11.
M.V.Patil
12.
Ram
Babu
Gupta
13. B.L.Tikoo
14.
Prof.
A.K. Sharma
15.
Krishan
Kant
1
6.
V.
Murahari Reddy
17.
S.C.
Pandey
18.
R.K.
Sharma
19.
D.N. Banerjee
20.
R.L.
Koul
21.
K.B.
Rajoria
Director
General (Road Dev.)
&
Addl.
Secretary,
Ministry of Road Transport
&
Highways,Transport
Bhawan,
New
Delhi-
1
10001
Chief
Engineer
(R),
S&R,
Ministry ofRoad
Transport &
Highways,
Transport
Bhawan,
New Delhi-
110001
Members
Chief
Engineer (Planning),
Ministry
of Road Transport &
Highways,
Transport
Bhawan,
New Delhi-
1
10001
Chief
Engineer (T&T), Ministry
of
Road Transport
&
Highways,
Transport
Bhawan,
New
Delhi- 110001
Director,
College
of
Engineering, Roorkee,
27,
7th
KM, Roorkee-Hardwar
Road,
Vardhman
Puram,
Hardwar-247667
Director, Central
Road
Research
Institute,
P.O.
CRRI, Delhi-Mathura
Road,
New Delhi-
110020
Chief
Consultant,
Dr.
L.R.
Kadiyali &
Associates,
C-6/7,
Safdarjung Development
Area,
New
Delhi-
110016
Principal Secretary to the
Govt.
of
Gujarat, R&B Departfrient, Sardar Bhavan, Block
No.
14,
Sachivalaya,
Gandhinagar-382010
Member, Maharashtra Public Service
Commission,
3rd
Floor,
Bank of
India Building,
M.G.
Road,
Mumbai-400001
Chief
Engineer, Ministry
of
Road
Transport
&
Highways,
Transport Bhavan,
New
Delhi-
110001
Secretary (Roads), P.W.D.,
Mantralaya,
Mumbai-400032
Chief
Engineer (Mech.),
Rajasthan Public
Works
Department, B&R, Jaipur
Addl.
Director General,
Directorate
General Border Roads, Seema Sadak Bhawan,
Ring
Road,
Delhi
Cantt.,
New
Delhi- 1 10010
Head
of
Deptt. of Transport Planning,
School of
Planning
&. Architecture,
4,
Block
B, I.P. Estate,
New
Delhi-
1
10002
Chief
Engineer (B) S&R,
Ministry
of
Road
Transport
&
Highways,
Transport
Bhawan.
New
Delhi-
110001
Engineer-in-Chief,
R&B
Department,
A&E, Errun Manzil, Hyderabad-500082
Secretary to
the
Govt, of
Madhya Pradesh,
M.P.
Public Works Department,
Mantralaya,
Bhopal-462004
Engineer-in-Chief,
Public
Works Department, U.S.
Club, Shimla-171001
Engineer-in-Chief
&
Ex-Officio
Secy.,
Public Works
Deptt.,
G Block,
(lind
Floor)
'Writers'
Buldg, Kolkata-700001
Member,
National
Highway
Authority
of
India,
1,
Eastern
Avenue,
Maharani
Bagh,
New Delhi-
110065
Engineer-in-Chief,
PWD,
Govt,
of
Delhi,
K.G.Marg,
New
Delhi-
1
10001
(i)
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IRC.SP:
19-2001
22. Prof.
G.V.
Rao
Depit.
of
Civil
Engg.,
l.I.T.
Delhi,
Hauz Khas, New
Delhi-1
10016
23.
Dr.
O.P. Bhatia
Dy.
Director
&
Head, Civil
Engg.
Department,
G.S.I.T.S, H-55, M.I.G.,
Incioor-452008
24. D
P.
Gupta DG(RD),
MOST
(Retd.),
E-44, Greater
Kailash
(Part
I)
Enclave, New
Delhi-1 10048
25.
K.K. Sarin
DG(RD) MOST
(Retd.),
S-108,
Panchshila Park,
New
Delhi-110017
26.
Prof.
C.G.
Swaminathan
Badri ,
6,
Thiruvangadam
Street,
R.A.,
Puram,
Chennai-600025
27.
Prof.
C. E.G. Justo
Emeritus
Fellow,
334,
25th
Cross,
14th Main,
Banashankari,
2nd
Stage,
Bangalore-560070
28. Prof.
N.
Ranganathan
Head of
Deptt. of Transportation
Pig., SPA
((Retd.)
Consultant,
458/C/SFS,
Shaikh
Sarai-I,
New
Delhi-110017
29.
M.K. Agarwal Engmeer-m-Chief
(Retd.),
House No.
40,
Sector-16,
Panchkula-134109
30.
Dr.
A.K.
DTliatnagar
Director,
Indian Oil Corporation Ltd.,
Scope Complex,
Code-II, Lodhi Road, New
Delhi-
110003
31.
The Director General
Engineer-in-Chiefs
Branch, Army Hqrs., Kashmir
House, DHQ, P.O., New
(Works)
Delhi-1
10011
32. The
Secretary
to
the
P.W.D.,
Room
No.
610,
6th
Floor,
Multistoried Building, Dr. Ambedkar Road,
Govt, of Karnataka Bangalore-560001
33. The
Engineer-in-Chief
Haryana
Public
Works
Deptt
,
B&R, Sector-19-B, Chandigarh-160019
34.
T he
Chief Engineer U. P.
Public
Works
Department,
Lucknow-226001
(National
Highways)
35.
The Director & Head
Civil
Engg.
Department,
Bureau
of Indian Standards,
Manak Bhawan,
9,
Bahadur
Shah
Zafar
Marg,
New
Delhi-1 10002
36.
The Chief Engineer National
Highways,
Assam
Public Works
Department, Dispur, Guwahati-78
1 006
37.
The Director
Highways
Research Station,
76,
Sardar
Patel
Road, Chennai-600025
Ex-Officio
Members
38.
The
President
K.B.
Rajoria
.
.
Indian Roads
Congress
Engineer-in-Chief, Delhi
PWD,
New
Delhi
39.
The Director
General
Prafulla Kumar
:
(Koad Development)
Ministry
of Road Transport
&
Highways,
New
Delhi-110001
40.
The Secretary
S.C.
Sharma
Indian
Roads
Congress Chief
Engineer, Ministry of
Road
Transport
&
Highways, New Delhi-110001
Corresponding Members
1. Dr.
Yudhbir
House
No.642,
IIT Campus,
P.O.
IIT,
Kanpur
2.
Dr.
V.M.
Sharma Consultant, AIMIL Ltd., A-8,
Mohan Cooperative
Industrial
Estate,
Naimex
House,
Mathura
Road,
New Delhi-
1 1
0044
3.
Dr.
S.
Raghava
Chan Emeritus Professor,
JNTU,
H.No.
16-11 -20/5/5,
Dilsukhanagar-3,
Hyderabad-500036
4.
N.V.
Merani
(Past President,
IRC),
A-47/1344, Adarshnagar,
Worli,
Mumbai-400025
(ii)
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IRC:SP:
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1.
INTRODUCTION
1.1.
Prq)aration
ofhighway
projects involves
a chain
ofactivities, such
as,
field
surveys
and
investigations,
selection
of
alignment,
carrying
out
various
designs,
preparation ofdrawings and estimates,
etc. To be compatible
with technical
requirements,
consistent
with
economy, it
is essential that
every
project should
be prepared
after thorough
investigations
and
collecting
all relevant
information
and
evaluating
all
possible
altematives.
1.2.
The
extent
and quality
of
investigations
have
a
strong
influence
on
selection
of
the
most
cost-effective design,
estimation
of
quantities
cost and execution ofthejob
itself
As such,
accuracy and
completeness
of
surveys
deserves very
special
attention
in project
preparation. The objective can
be
achieved
by
carrying
out
the
project
preparation work
either
departmentally or with
the
help of
consultants.
In
any
case,
it
should
be
ensured
that
experts
having
the required
knowledge are
deployed
on
the
work.
Use
ofmodem
instruments and
survey
techniques ensure high
degree
of
accuracy and
can speed up the
work. Quality Assurance Plan
is required
to be
drawn before the start of
field
investigations.
1.3. Adequate
funds should
be
earmarked for
the
work ofsurvey, investigation and
project
preparation.
Estimation
ofrealistic
fund
and time requirement
needed for project preparation
will
go a
long
way in
making the project
preparation
a success.
It
will
be found
that inthe long
run, such
investment
pays
more
than
for itself in the
form
of
well
prepared
and cost
effective projects, orderly schedule of
work
and
timely
completion.
1 .4.
Systematic presentation
ofproject details
is no
less
important. The project
document
is
the
very
basis
of
technical, administrative
and
financial
sanction of
a
project.
It is also
crucial
for accurate
execution
ofwork
in
the
field. The project
should,
therefore, be
comprehensive
enough for
proper
appreciation
ofthe proposals
as
well
as easy understanding
of
the
details. This Manual lays down
guidelines
both for
survey
and investigations
and
presentations ofthe project
details.
1.5. The Indian Roads
Congress first
published this manual in
1977.
Since
then,
considerable
experience has
been
gained
by
the
Highways
Departments
and Consultants in
this
field,
making
it necessary
to revise the manual. The
work
was
taken up by the
Project
Preparation,
Project
Contract and
Management
Committee
of
the Indian
Roads
Congress.
Initial revised draft ofthe
manual
was
prepared
by
Dr. L.R.
Kadiyali. The Committee
appointed a
Sub-committee consisting ofSarvashri
Devendra
Sharma
as Chairman,
A.K. Mukherjee, P.K. Datta, D.C. De
to
finalise
the
revised draft
of
the manual.
The
Sub-committee
reviewed
and modified the initial draft
and
the
revised draft ofmanual was
placed
before
the Committee
in
the
meetings
held on
12-1-1997,
5-1-1998
and
22-4-1998.
The Project
Preparation,
Project Contract and Management
Committee
(H-8)
(personnel given
below) approved
the
draft
in its
meeting held
on
6 '
July
1
998
P.D.
Wani
The
Engineer-in-Chief
Haryana
PWD,
B&R
(K.B.
Lai
Singal)
Convenor
Co-Convenor
S.M. Sabnis
Member-Secretary
Members
P.K. Datta
Jaganando
Ganguli
S.S.
Rathore
P.P.S.
Sawheny
1
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IRCSP:
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D.P.
Gupta
A.J.
Jagtap
N.K.Smha
Devendra
Sharma
R.K. Sharma
Dr. M.S. Srinivasan
Jerry
Vargis
Chief
Engineer
(NH),
West
Bengal
Ramhluna
Khiangte
Dr. H.C. Mehndiratta
S.N. Mohanty
K.B.
Rajoria
Rep. of
DGBR
Ex-Offtcio
Members
President,
Indian
Roads Congress
(Maj. C.R.
Ramesh)
Hon.
Treasurer,
Indian
Roads
Congress
(Prafulla
Kumar)
Secretary,
Indian
Roads Congress
(S.C. Sharma)
Corresponding
Members
M.K.
Aggarwal
Y.G.
Patwardhan
R.K.
Jha
.K. Kanhere
Managing Director
Meghalaya Govt. Constn.
Corpn.
Ltd.
The
manual was
approved
by Highways Specifications and Standards Committee, Executive
Committee
and Council
(held at Jaipur) of
Indian Roads Congress
in their
meetings held
on
25-
1
0-
1
998,
16-7-99
and
6-8-99
respectively.
2.
1 .
The
manual
deals
with
rural
sections
of
National Highways,
State
Highways
and
Major
District
Roads. It
does
not
deal
with
Other District Roads and Village Roads,
for which
a
reference
may
be
made
to
the
IRC:SP:20
Manual on
Route
Location, Design,
Construction
and Maintenance ofRural
Roads . However, the provisions
and guidelines in this manual are
expected
to be applicable to a large
extent to
Urban Roads,
Expressways
and
BOT projects
also
. But for these
roads, some
additional
specific requirements
may
be
there,
than
those dealt in this document. The
manual
deals
with
new constmction
as
well
as improvements
to existing roads. Special
aspects
ofeach
have been highlighted
wherever
necessary.
The selection
ofalignment ofany road is generally not
governed by
the
siting of
cross-drainage
structures except in
case of
major bridges oflength
more
than
60 m. IRC:SP:54 Project Preparation
Manual for
Bridges
lays
down
guidelines
covering
the
various
aspects
which
are to be detailed
in
the
preparation of
a
bridge
project of length more
than
6 m.
The survey and
investigation
for small
cross-drainage works
with
length less than 6
m
is
covered
in
IRC:SP:
1 3
.
For
hill roads and road tunnels,
referencemay also
be
made
to
IRC:
52
Recommendations about
the
Alignment,
Survey and
Geometric
Design
of
Hill
Roads
and IRC:SP:48 Hill Road
Manual .
2.2. In order
to
ensure that
the
surveys
and
investigations.
Feasibility
Report
and
Detailed
Project Report are
complete
and
no
essential
detail
is
missed,
a
checklist
for
each ofthose
activities
is
presented
in
the
Appendices -4,5&6.
2.3. It
should
be understood
clearly that
the
extent of
operations
involved in
surveys and
investigations
mcluding
the detailing
of
the individual aspects,
would
depend very
much
on
the
size
and
scope of
each
project
and the
class ofthe
highway. Depending
on needs
of
the
situation,
one
or
more
phases
of
investigations
might be
curtailed,
telescoped or
made
more
extensive than prescribed
in
the
manual.
2. SCOPE
2
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IRCSP:
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2.4.
The
order
in
which
various surveys
are
discussed in the manual
should
not
be
taken
to
mean
that
such
work must
strictly follow
the
same
pattern
or sequence.
Some
of
the
surveys
could
easily
be
initiated
in advance
and
carried
out
simultaneously
overlapping
each other. For example^ some
results
of
soil and
materials
survey
and
study
ofcross-drainage structure^
would
be needed
as
an essential input
to
the Feasibility
Report.
But more
detailed
investigations
pn
these
aspects may be
continued in
the
detailed
engineering
phase.
It
should
be
upto
the
Engineer-in^harge
to
exercise
his discretion
and
adopt
a
flexible
approach.
The requirements
of
the funding agencies
or the
authority according administrative
approval
may
also
result in rescheduling
the
sequence
of
work
and
in redefining
the extent
of
coverage
of
each
work.
3. STAGES
IN
PROJECT PREPARATION
3.1. Broadly,
the stages involved
in the preparation and
sanction
of
proj
ect
are
1. Pre-feasibility
study
2. Feasibility
study/preliminary
project
report
preparation
3.
Detailed engineering
and
plan of
construction
3.2.
hi some cases,
specially for
externally
funded
and
BOT^
proj ects, it
may
be
necessary
to
prepare
a
pre-feasibility report
to enable a
funding agency
or
private
financier to appreciate
the broad
features
ofthe project,
the
levels
of
fmancial
involvement and probable returns. This may be done on the
basis ofreconnaissance survey
by
collecting
information
on
the
present status ofthe road, deficiency/
distress
identification,
development
potential,
environmental impact, traffic data
(present
and future),
approximate estimation
of
cost
and
an
economic analysis.
The
economic analysis
may
involve
traffic
allocation
studies,
assessment of
resource
generation
potential
,
funding pattem and risk. Location oftoll
4
plaza
sites may also need to be
identified
.
3.3.
The
Feasibility
Study
is
intended
to
establish
whether
the
proposal
is
acceptable
in
terms
of
soundness
ofengineering design and
expected
benefits
fi^om
the
project
for
the
investments involved.
The
Feasibility
report
enables
the
funding agency
to
accord
approval
to
the
project. This approval
is
commonly
known
as
Administrative Approval
(AA) in the Highway
Departments/
Public
Works
Departments
in
the
country.
When international
funding
is
involved,
the Feasibility
Study
forms
a basis for
an
investment
decision.
3.4. The Detailed Engineering
covers
detailed
alignment surveys, soil
and
materials surveys,
pavement design studies, drainage
studies,
environment management plan based on environment
impact
assessment
studies, detailed drawings,
estimates
and
implementation
schedules
and
documents.
On
the
basis
of
such
work.
Technical
Approval
and
Financial
Sanction
(TA
and
FS)
are
accorded
to
the
project,
enabUng
it
to
be executed.
For
extemally funded
and
BOT
projects, the
requirements at
various
stages are different
and
may
ask
for specific informations
involving various degree of
accuracy
of
survey
and
investigations.
3.5.
The
sequence of
survey
operations and
proj
ect
preparation
may
thus,
have
to
be
structured
tomeetthe specific
needs
ofthe
project, its
funding
option
and the requirements
ofthe authority sponsoring
it.
3.6.
Fig. 3.1.
gives
a
flow chart of
the
operations
involved
in
highway project preparation.
3.7.
Land
Acquisition
The
process
of
land
acquisition needs
to
be started
immediately after
finalising
the alignment.
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Provisions of
the appropriate
Land
Acquisition
Act
will govern the
various
steps
to
be
followed
in the
process
of
land
acquisition.
Depending
on
the
quantum of
land
acquisition,
creation ofseparate
land
acquisition
authority
may also
be sometimes necessary.
Acquisition of
Government
land.
Private
Land,
Forest Land and
land
falling
under
Costal
Regulation
Zone, etc.
will
attract different acts/regulations.
The various steps
in
land
acquisition, namely, appointment
ofexclusive
completent authority,
if
required
declaring
intention
of
acquisition,
issuing
notices
and
giving
hearing
to
the
affected
parties,
joint
measurements,
final
notices
and
acquisition of
the
land,
etc. require considerable
time
and need to be
closely monitored
to
acquire the
land
within
the
desired
time
limit.
Temporary and
permanent
stmctures
coming
in the
alignment,
trees
need
to
be
cut,
including
those
in the
forest
lands,
need
special
attention
for
obtaining permission/valuation
from
the Competent
Authority.
Similarly, obtaining
permission
of
the
Ministry
of
Forest
and
Environment for the forest land and the land
coming
in the coastal
regulation
zone
need to be processed
in
time.
Identifications
and acquisition
ofland for
borrow
areas,
quarries, etc. also need
to
be
started in
advance
in
case
of
large
projects,
such
as,
national
highway
project
and expressway
projects.
4.
GUIDING
PRINCIPLES
OF
ROUTE
SELECTION AND
ALIGNMENT
IMPROVEMENT
4.1.
The
fundamental principle
of
route
selection
and
alignment
improvement is
to
achieve
the
least
overall
cost on transportation,
having
regard
to
the costs
of
initial construction of
the
highway facility,
its
maintenance,
and road user
cost,
while
at the same
time,
satisfying
the
social
and
environmental
requirements. To
achieve this
objective,
it
will
be
necessary to make a
detailed investigation before the
location is
finally
decided. Factors
that should
be kept
in view
in
the process
are listed
in
Appendix-1
and
in
Fig.
4.
1 . It
should be
understood
that all these
factors
may
not
be
applicable
to
each and every
highway
project
and
some
of
them, even
ifapplicable,
may
not
be
feasible in
many
circumstances.
For
each
case,
the
Engineer-in-charge
has
to
exercise
his ownjudgement
to reach
an optimum
compromise solution in the
light
of
the fundamental
principle
of
minimum transportation cost enunciated
earlier.
4.2. Where the proj
ect
involves
improvements
to
an
existing
road, every
effort
should
be
directed
towards
removing
the
inherent
deficiencies with
respect to
•
Plan and
profile
e
Sight distance/visibility
in
horizontal
as
well
as
vertical
plan
• Carriageway,
shoulder
and
roadway
width
• Cross-drainage
structures
• Road
side
drainage provisions
as
well
as
area drainage considerations
•
Safety
features.
Any disregard
ofthese
aspects may
well
lead to
unnecessary expenditure, since
at a
later
date
the alignment
may again
have
to
be
improved
at
considerable
extra
cost. It
is,
therefore, imperative that
the final centre
line
ofthe road
with
respect
to
which,
the
improvements are designed and are
to be
carried
out,
is
fixed
with
great
care
in the
light
of
ultimate
geometric
requirements and
economy.
The other
important
point
is
removal of
stmctural
deficiencies
with
an
eye
on future needs with
respect to
pavement,
culverts,
road and
area
drainage
requirement, etc.
4.3
Proper
location
and
orientations
of
cross-drainage
structures
is
an
important
factor
in
the
selection ofthe road
alignment.
Their
importance
increases
with
their
length and
cost. In
general for
bridges
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having
length
between
60 to 300
m,
siting
of
the
bridges as well
as
alignment
of
the
approaches
will
have
equal
priority
and
should
be
well
co-ordinated.
For
bridges of
length
more
than 300 m, siting for the
bridges
will
be primary
guiding
factor
in
route
selection.
4.4. Apart
from
engineering
factors,
environmental
impactof
the
proposal shouldbe fiilly kept
in
view
in
terms of
such
aspects as air
pollution, damage to life
systems, soil erosion, drainage pattem,
landscaping,
disruption
of
local
communities,
etc*
.
5.
SURVEY
OF
SOCIO-ECONOMIC PROFILE
5.1. The
economy of
a region
and
its
transport
infrastructure are closely
inter-related.
The
economic justification
for a highway
project often depends upon the economic
activities in the region
and
potential fortheir fiirther
growth.
The
growth
oftraffic
on
the roads
is
likely
to
be
closely
govemed by
the
inter-relationship
between
transport
demand and
certain selected
economic
indicators. A survey
ofthe
economic
profile
is,
thus,
an
important
component
in
project
preparation.
5.2.
The
economic profile
data
are
generally
collected at
two
levels,
v/z.,
(a) Region or
State
and(b)
Project
hifluence
Area.
The
regional
economic
profile
gives
an idea of how the economic growth
has
taken
place in relation
to growthoftraffic,
thus,
giving
a
basis for estimation of
fixture growth
oftraffic
for
various scenarios
ofeconomic
growth.
The Project
Lifluence
Area
is the
zone
in
the
near
vicinity
of
the
highway
project
such that
investments
in
the project serve
as
a catalytic agent towards
the
speedy
development of
the area.
Such
a development generates
additional traffic
other
than the normal.
5.3. The
economic
profile
survey
ofthe
region
should
enable the presentationof
an overview
ofthe
region's/State's economy,
population and transport system
over
the
past
years and projected
to
fijture
years.
The
data should be
collected
for
the
past about
ten
years. This item is also covered
in
Appendix-6.
5.4. The socio-economic
status
ofthe
Road Influence Area should
provide a descriptive
and
quantified
profile from available
data on
population,
agricultural
production, area
under crops, annual
industrial andmining
production
by type of
establishment, tourism potential
and
the inputs and
outputs
moving
by
road.
Information
on majorplanned
development
projects (type ofestablishment and
expected
annual production)
should
be
collected.
5.5. The
historical trend
data
should be
analysed statistically to determine the
growth trends
and
elasticity
of
traffic
with respect
to GDP,
population, industrial production and agricultural output. The
planned rates of
growth of
those
selected
indicators in the ftiture should be obtained.
6.
TRAFFIC
SURVEYS
AND
ANALYSIS
o
6.1. General
Information
about
traffic
is
indispensable
for any
highway
project
since
it
would form
the basis
for
the design of
the
pavement,
fixing the number
of
traffic
lanes,
design of
intersections
and
economic
appraisal of
the project, etc.
Traffic
surveys
required to be
conducted
in
connection
with
the
preparation
ofroad project are as
under:
(a)
Classified
Traffic
Volume
Counts
(b)
Origin-Destination
Surveys
*
For
assessing
environmental
impact
of
highway
projects,
a reference may
be
made
to
IRC
publication Guidelines
for
Environmental Impact
Assessment
of
Highway
Projects ,
IRC:
104-
1988.
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IRCSP:
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(c) Speed
and
delay studies
(d)
Traffic
Surveys
for the
Design
of Road
Junction
(e)
Traffic Surveys for Replacing Railway
Level Crossings
with
Over
Bridges/Subways
(f) Axle
Load
Surveys
(g)
Accident Records
These
are
discussed below:
6.2. Classified Traffic
Volume
Counts
Count oftraffic is
the
basic traffic
study required
in
connection with
many
types
ofhighway
projects. A
system of
traffic
census
is
in vogue
in
the
country
under
which
7
day
traffic
counts are
taken
once
or twice
a
year.
The
data
from
these can
be
indiciously
made
use of, ifthe census
points fall
on
the
proposed
highway
project. Time permitting,
it is
always
desirable
to under
take fresh traffic
surveys.
Guidance may be taken from IRC:9
Traffic
Census
on
Non-Urban
Roads. The
count
stations should
be
selected
such
that
the results represent
the
traffic flow
in homogeneous
sections ofthe highway.
A
seven
day
count
will
then give
the
Average
Daily
Traffic
(ADT).
This value
may
be
converted
to
Annual
Average Daily Traffic
(AADT) applying seasonal
considerations and
using conversion
factors
from any
continuous
traffic
count in the
region.
When
traffic
census
data
from existing
count stations
are compiled,
it
may^e
found
useftil to
collect past data (preferably
about
1
0
years)
so as
to
establish meaningful
past
^v/th
trends for each
vehicle
class
.
A
typical proforma
1 given in
this
Chaptermay be used.
•
6.3.
Origin-Destination
(O-D) Surveys
6.3 .
1
.
When
a
new
road is being
planned,
or
extensive
improvements are to
be
carried
out to
an
existing road,
or
a
bypass
is
under
consideration, the
amount
of
traffic
likely to
use
it
cannot
be
ascertained
from a
simple census and
it
may
become necessary
to
collect
information
about the origin and destination
oftraffic passing through the area in which
the road
is situated. The origin and
destination
data should be
comprehensive enough to
cover all roads likely
to be affected
by
the
proposed
scheme. The points
at
which
the data
is
collected should be careftiUy chosen
on
the road
network
such
that it should
be
possible
to
derive
the
volume
oftraffic likely to use the
facility under
consideration.
6.3.2. The survey
should normally
be
conducted
for
three
consecutive days, on sample
basis
if
possible during
a
representative
week
in
the
year
and
must
encompass the
weekly
market
day and one
working
day.
For exceptional
cases,
in heavy
density
corridors and
where
the
daily variation
in
the traffic
is
not
much,
at
least
one
day's
survey
may
be
conducted
on
a
normal
working
day.
Care
shall
be
taken
during interpretation ofthe
data
keeping
in mind the
seasonal
variation oftraffic.
6.3.3. There are
several
methods
available
for conducting
an
O-D
survey. Information
on
them
is
contained
in IRC: 102 'Traffic Studies for
Planning Bypasses
Around
Towns .
Generally, the
Roadside
Interview
Method
is
well-suited
for roads
in rural
areas and can be
conveniently
adopted. This
consists
basically
ofinterviewing
drivers of
vehicles
at
suitably
located
points
with
reference to
the type
ofroad
scheme in
consideration.
At
these
stations,
the number
as
well
as the
type
of
all
vehicle passing
the
station
is recorded.
However,
only a
percentage ofthe
drivers at
random
need
to be
stopped
and
interviewed
for origin,
destination and
other
travel particulars, like,
commodity
carried.
The
sampling
should be
systematic.
Generally,
1
5
to
20
per
cent
of
the
vehicles
may
be
covered
in the
peak
periods and
25
to 30
per cent
in the normal
periods.
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IRCSP:
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6.3.4. The
sample
should
be upscaled
to
ADT
and preferablyhourly
based
classified
vehicle
type.
The
location
of
origin
and destination
zones
will
be detennined in relation to each
individual station
and the
possibility
oftraffic
diversion
to the
project
road
fi*om other
road
routes
including
bypasses.
In
principle,
the
zoning
should
bisect
areas where
competing
roads pass and the zonal
configuration
shall be
adequate
on either side
of
the
O-D
station; thereafter,
districts will
serve
as
zones
withiii
the State. Zoning
outside
the
State
will relate
to
individual
or
groups
of
States
in
accordance with
the distance fix)m
the
O-
D
station.
For
coding
purposes, code lists
or
code maps
(to
be
shown
to
motorists)
will
be
prepared
giving zone
number
andtowns within
that
zone.
The
updated
(ADT)
numbers
shall
then
be
presentedby
trip
matrix. Information
on weight for trucks
should,
following
up scaling
to
ADT,
be
summed up by
commodity type
and
the results
tabulated, giving total weight and
average weight
per
truck
for the
various
commodity
types. Sample
sizes
for
each
vehicle
type
should
also be
indicated.
A sample
ofZonal
Division
is
indicated in Fig. 1.
Following
processingof
the O-D
results,
traffic is assigned fi*om
the
trip matrix's elements to the
project
road's homogeneous
sections, provided
theroute
including the
projectroad
in
its
improved condition
is
the
most
desirable
of
the
altemative
routes
available
in
terms
of
least
vehicles
operating
costs.
6.4. Speed
and
Delay
Studies
'
Highway
improvements
result
in
spring
up traffic
and
reducing congestion. Speed and delay
studies
on
the
existing
facility
providethebasis for estimating
the causativeproblems
and
benefits
of
the
improved facility.
For
this
purpose
typical
proformae
2(a)
and
(b)
given
in this chaptermay be used.
The
study is
conveniently conductedby the
Moving
Observer method.
By
this
method a test
vehicle is run along with
the
traffic
stream,
at
approximately
the
perceptible average speed ofthe traffic
stream.
A separate
run is
needed
for
each
direction. The average of
around
six runs
ensures
accuracy
of
results. By noting
down
the travel
time, including
actual running
time
and
stopped delays, the
vehicles
counted
in
the
opposite
direction
and
those overtaken/overtaking,
it
is
possible
to
calculate
the
volume,
,
speed and
delay. For fiirther
information, IRC:
102
Traffic
Studies
for
Planning
Bypasses Round
Towns
maybe
consulted.
Proformae
3(aj to
(d)
given
in this
Chaptermaybe found useful for this survey.
6.5.
Traffic Surveys for the Design of
Road
Junctions
6.5.1.
Road
junction design
requires
information
on directionalmovement oftraffic
in
the
peak
hour. For this
purpose, it
would be
sufficient to have counts for
2
hours
each
in themoming and evening
peak periods unless
there exist
extended
peak
hours.
6.5
.2.
For
simple
'T' or
4-wayjunction, the
survey
could be conducted by
stationing
enumerators
on each
arm
of
the
junction
to
note the
number of
vehicles
entering through
the
arm and the direction
of
their
exit.
At multi-legged
junction or
rotaries,
quickjudgement about
the exit direction
or
vehicles
may
not
be possible. In such cases, a licence
plate
surveymay
have
to be
conducted. This
consists of
noting the
registration
numbers
(generallyonly
the last
three
digits)
of
a
sample of
vehicles entering
the intersection
Simultaneously,
on each exit,
the
registration
numbers of
vehicles
leaving thejunction
are noted.
The
two
sets ofnumbers
are
then
matched
in the
office
to
determine the
directional
movements.
For
recording
traffic
movement
at a
junction Table
3.1.
Interesection
Design
Data
given in IRC:SP:4
1 Guidelines for
the
design
ofAt-Grade
interesections
in rural
and
urban areas needs to be used.
6.5.3.
Usually,
it is
not
necessary
to
conduct traffic surveys onjunctions
where
traffic
on
the
minor
cross road is less
than
about 1
00 vehicles
per day.
6.5.4.
Special
pedestrian
survey
needs to
be
conducted when the alignment
passes
by such
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IRCSP:
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locations,
(e.g.,
school, well, etc. on one side ofalignment
and
the
village on
the
other side),
to decide
the
provision ofappropriate
crossing,
such as,
subway.
6.6.
Traffic Surveys
for
Replacing Railway
Level
Crossings
with
Over
Bridges/Subways
6.6.1.
Present criteria
ofreplacing
railway level
crossings
with
over
bridges/underpasses
are
based
on
the
product ofgate closures and
fast
traffic
per
day.
For this
purpose,
counts
should be
taken
in
a
week
spread
over
three consecutive
days
and 24 hours each
day
if
such
information
is not
already
available. Thenumberand duration of
gate closures
should
be ascertained
from theRailway
Authorities
and
also
counted at
site by conducting
a
24
hours
survey.
6.6.2. Information
should
also
be obtained
on
the angle
of
crossing
of
the
roadway
and
the
railway. In case
the
road alignment has
curves
near the railway crossing,
to
make
it
a
perpendicular
crossing, an
index
plan including these
curves
and the
straight
alignment
beyond, should also
be included to
study
the
feasibility
of
improving
the road alignment
as
part
of
the project for replacing
the level
crossing.
6.7.
Axle
Load
Survey
Axle load
survey
is needed
to
generate data forpavement design.
Portableweigh
bridges
are
very
useful for
this purpose.
This
survey shall
be
carried
out along with
classified
volume
count
survey.
Number
of
days
of
survey will depend
on
project location,
the
type
ofproject
and the
intensity
and
expected
variation in
traffic.
This survey
duration may
vary
between 24 hours and 3 days,
but should
be carried
out
at least for
one
day
at
the
traffic
count stationson a
random
basis
for
commercial vehicles.
Buses
may
be
omitted
as
their
weight
can
be
easily calculated and
they
do
not
result in
excessive
overloads.
The
period
of
conducting
the
survey
should
also be
judiciously selected
keeping
in
view
the
movement
ofcommodity/destination oriented
dedicated
type
ofcommercial vehicles.
While finalising
the
design Equivalent Standard Axle load,
the
following
shouldbe
considered
(i)
Past axle
load
spectrum
in the region as
well
as
on
the
road to the
extent
available
(ii)
Annual
variation
in
commercial vehicles
(iii)
Optimistic
and pessimistic considerations
offuture
generation of traffic
(iv)
Generation ofchanging
VDF
factor during
the project
period
A typical proforma
4
given
in this chaptermay be
found
usefiil for this
survey.
6.8.
Accident
Records
If
accident
records
are maintained
in
a
methodical manner,
they
form
a
good
basis
for
designing
the improvements
at
accident-prone
locations on existing
roads. Such
records,
ifavailable,
should
invariably
be consulted
before deciding
the
improvement
measures.
6.9.
Traffic Projection
6.9.1.
Traffic
counts and
0-D surveys
would
provide
information about
present
traffic on
the
road (in
the
case of
existing
roads),
or
the
possible
diverted
traffic
(in the case
of
new
construction, such
as,
bypasses).
For
design
purpose,
however,
it
is
necessary
that
classified
traffic
should
be
predicted
for
the
future
horizon
year
for which the
facility
is to be
designed.
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IRC:SP:19-20G{
6.9.2. Pericxl
ofproj
ection
dqjends
on
the type
of
the
project,
importance ofthe road,
availability
of
finances
and
other
related
factors.
For major trunk routes,
the
desirable
and
minimum forecast
periods
are
20 and
1
0
years,
(excluding
the
period
of
construction) though occasionally
an even
shorter period
could be
adopted
depending
on
the policies of
stage
construction. In
the case
oflower category roads, the
desirable
period
of
projection is
10
years
but
it should not be less
than
5
years.
6.9.3.
Traffic
growth
should be assessed in
the
first
instance on
the basis ofobserved
trend of
traffic
in
the recent
years and
other
economic
indicators using the technique
given inAppendix-2. In
this
connection the Guidelines
for Traffic
Prediction
on
Rural
Highways, IRC:
108
may be
referred
to.
If
reliable
information
is not
available,
as
a
broad guide,
a
compound growth rate of7.5 per cent per
annum
could
be
adopted for
this
purpose.
Because
of
the many
uncertainties surrounding
the
possible shape
of
future
population,
incomes,
production,
goods generation,
etc.,
it is necessary that
estimates
of
traffic
based
purely
on
past rates ofgrowth
should
be used
with
caution.
6.9.4.
Forecast
of
traffic
based
on
past
trends
should
also
be
modified
for
'generated'
traffic
that
may
be using the highway
facility after
it
is
constmcted. Generated
traffic is quite
distinct
fi om
the
diverted
traffic
and represents
journeys
induced
by reducedjourney times and higher
level
of
travel
comfort
which
would
not
otherwise
have
been
made.
It
is
not
necessary to allow for
generated traffic on small schemes,
but
this
may be
called
for on comparatively larger
projects.
Estimation ofgenerated
traffic should
be
attempted
after
consulting standard
literature
on
this subject.
7.
RECONNAISSANCE
SURVEY
7.1.
Purpose
7.1.1.
The
main
objective
of
reconnaissance
survey
is
to
examine
the
general
character
of
the
area for the
purfX)seofdetermining
the
most
feasibleroute, or routes,
forftirther
more detailed investigations.
Data
collected
should
be
adequate
to
examine the feasibility
ofall the different routes in question,
as
also
to
flimish the Engineer-in-charge
with approximate estimates of
quantities
and
costs, so as
to enable
him to
decide
on the
most
suitable altemative
or
alternatives.
The
survey should also help in determining any
deviations
necessary in the basic
geometric
standards to
be adopted
for
the
highway
facility.
7.2.
Survey
Method
7.2.1. The reconnaissance
survey
may
be
conducted
in
the following sequence
(a)
Study
of
topographical
survey sheets, agricultural,
soil,
geological and meteorological maps,
and aerial
photographs,
if
available
(b)
Aerial reconnaissance
(where necessary and
feasible),
(c)
Ground
reconnaissance (including
another round of aerial reconnaissance
for
inaccessible and
difficult stretches,
where
called
for)
7.3.
Study
of Survey
Sheets,
Maps, etc.
7.3.1.
Reconnaissance
begins
with
a study of
all the
available
maps.
The types
of
usefiil
map
informations
which are currently
available
in
the country
are
as
below:
(a)
Survey of
India
(SOI) Maps.
(i)
The
most
useful
maps are
the
topographical
sheets available
in
the
scale
of
1
;25,000,
1
:50,000
and 1:250,000.
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ProformaS (a)
Name
of
Project
SPEED
AND
DELAY
STUDY FORM NO.
-1
FORM FOR
RECORDING
THE
TIME
AT
VARIOUS
CONTROL POINTS
Name of Road
From To
From
Km To
Km No. of Trip:
Date:
Time
SI.
Distalice
First Stop
Watch
Second Stop
Watch
Cause ofDelay
o. Km. M. Control
Pomts
Journey
Time Delay Time
Min. Sec.
Min.
Sec.
Name
and
Signature
of
Enumerators
Name and Signature
of
Supervisors
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1R(
;SP:19-2(X)1
\
States
H.l,
J
&
K
\^-^
Project
'*-
/'
,
Rood
\
I
I
i
I
I
/
/
Fig.
1.
Zonal
Division (Sample)
20
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IRQSP:19^20pl
Maps
coverage
on
1
:S0,000
and
1
:2S0,000 scale are
available
for
the
Vi/boVs
of
India but
raap
coverage
with
the
preferable scale
of
1
:25,000
is at present,
availabk
ooHty
Ua about
30 per
cent
of
the
country.
(iO
Statemaps on scale
1:1,000,000.
These
are useful as index
maps
or
to indicate
an
overview of
the
project location
and are
available
for
most
of
the
States.
(iii) Plastic
ReliefMaps
on scale
1:15,000,000.
One
may be
lucky
to have
these
maps
for
certain
regions.
For
very
difRcult^eas
highway
location
planning
may be very much helped
if
these
three
dimensional
maps delineating
ridges,
valleys, peaks, etc.
with
contour
information are available.
(b) Apart
from the
above-mentionedSOI maps
there
are
special
purpose maps, like, Forest Survey
ofIndia,
Vegetation
Maps on
scale
1
:25,000,000
showing incidence
of
orchards, reserve forests,
clusters of social
forestry
areas,
etc.
which
may be helpful
in
special
cases
in
selection of
alignment.
Also,
maps
prepared
by
National
Bureau of
Soil
Survey
and
Land
Use
Planning
(NBSS
&
LUP)
indicating
infonnation
on
Soil,
Wasteland,
etc. and Geological Survey ofIndia
Maps
(on
scale
1
:250,000
or smaller) with
information
on geology,
geomoiphology
and
changes
in
drainage, river
courses, etc. are
available
formany
areas.
These maps
may
also be
fruitfully
usedwhen
considered necessary.
7.3.2. After
study of
the
topogr^hical features
on the maps,
a
number
of
alignments
feasible in
a general
way
are selected keeping in
view
the following points
(i)
The
alignment should take into
accoimt
all
the contiol
points and should
be
the shortest
and
most economical
compatible
with
the requirements
of
gradie^
and
curvature.
(iO
Shape
of
the
alignments.
(iii^
Avoidance,
as
far as possible, of marshy ground, steep terrain,
unstable
hill
features
and areas
subject
to
severe
climatic
conditions, flooding and inundation.
(iv) Need of
connecting important
villages
and towns.
(v) Bridging
cross-drainage and
drainage
problems.
(Guiding
principle
stated
in para
4.2
shall
be
kept
in view).
(vi)
Need to
preserve
environment
and
maintain
ecological
balance.
7.3.3.
If photographs
ofthe
area
are not
available, but theirneed is
considered inqjerati
ve,
aerial
photographymaybe arranged
for further study
in
the interest of overall
economy.
The present status
ofAerial
Photography
(AP) in India is that
AP
on scale
1
:50,000 is
available
for
the
whole
ofIndia. Depending
on
their
quality the
negativesofthese
photographs,
when
necessary,
can
be
enlarged easily
by
about
five
times
without
losing clarity and
thusobtain
AP enlargements
on scale
of
1:5,000
to
1:20,000.
These
enlargements
are
quite adequate for
the
study
of:
(i) Geology,
geomorphology
and
groimdwater prospecting and
(ii)
Environmental
factors, e.g.,
vegetation,
soil
condition, land use
etc.
Ifstereoscopic
techniques
are applied,
aerialphotogr^hs can yield quantitative
data
showing
the
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IRGSP:
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terrain
in three
dimension
and
ifstudied by
a
skilled
photo-interpreter,
can
give
significant
soil
and sub-soil
information.
7.3.4.
Photogrammetry support to highway engineering:
Photogrammetry technology
is
also
useful
to
the
highway engineer in
many
ways.
Large
scale
maps on scales
at 1
:2,000 to
1
:25,000
can
be
very
precisely
produced
through
photogrammetric
process.
The
contouring
can
also
be
produced,
the
common
interval dependingon the
height ofthe camera. Very
minute and
precise
measurements
amounting
to
sub-metre
accuracy
can
be obtained.
In
other
words,
profile (with
height values)
and
cross-sections
across
highway centre-line
can be
extracted
fi^om
optical model.
7.3.5. Satellite
remote
sensing: This technique
is
used
with
the
help
of
satellites.
At present,
it
gives
a
resolution
ofthe order
of
6
metres.
Photographic
products
of
imagery
are
available
from
National
Remote
Sensing
Agency, Hyderabad
on
scales of 1 :
12,500,
1
:25,000
and
1
:50,000.
Digital
products are
also
available
in
floppy cartridge
and tapes.
The cartridge/tape
can
be
digitally
processed in
the computer and
the
image
on the monitor
can be
interpreted
with
the
possibility
of
enhancement
of
quality
through
manipulation
of
image
processing
software.
Major
advantages of
satellite imagery is its repeatability
as orbiting
satellites visit
the same
spot
on
earth
every few weeks. Thus, the latest
information
regarding
the
physical features (like, the extent of
a
town
or
urban area,
etc.)
can be obtained to update on
available map.The information
on natural resources
namely, geology,
geomorphology,
land
use,
soil
status
(waterlogging, erosion,
etc.),
drainage,
forest extent,
etc. as
availablemay
be
most useful input
for
the
planners ofhighway alignment.
7.3.6. Small
format
aerial photography (SFAP):
In
case of large projects
with
mapping as
one ofthe main objectives
conventional aerial photography
in
traditional format
(23
cm
x
23 cm)
may also
be
useful. There are
at
least three
known
agencies in
India
for such
aerial photography, namely, the
National
Remote
Sensing
Agency
(NRSA),
Hyderabad, Air Survey
Company,
Calcutta
and the Indian
Air
Force.
All aerial
photography
work
requires
clearance
from the
Ministry of
Defence.
The
major advantages ofSFAP are:
Very large scale true colour photo
enlargements can be
done in
scales
upto
1 :
1
,000 to
1
:2,000
(upto
scales
of 1 : 1
0,000).
Acquisition
plans along side
highways
can be
suitably made in scale
of
1
:4,000.
Monitoring of urban
areas,
villages
and
environment
along the
corridor
are
possible
at
comparatively
lower
cost
than
ground surveys.
7.4. Aerial
Reconnaissance
7.4.1.
An aerial
reconnaissance
will
provide
a
bird's
eyeview
of the
alignments
under
consideration along
with
the
surrounding
area.
It
will help to
identify
factors
which
call for
rejection
or
modification
ofany ofthe
alignment.
Final decision
about
the alignments
to
be
studied
in
detail
on
the
ground
could
be
taken on
the basis ofthe aerial
reconnaissance.
7.5.
Ground
Reconnaissance
7.5.1. The various
alternative routes
located as
a
result of
the
map
study
are
further
examined
in
the
field
by
ground
reconnaissance.
As such,
tliis
part ofthe
survey is
an
important
link in the
chain
of
activities
leading
to
selection
of
the
final
route.
7.5.2. General
reconnaissance
consists of
general
examination
of the
ground
walking
or
riding
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along
the
probable
route
and collecting
all
available
information
necessary for
evaluating
the same. In
the case
of
hill
sections,
it
may
some
time be
advantageous to start
the
reconnaissance fiom
the obligatory
point
situated
close
to
the
top.
If
an
area
is
inaccessible
for the purposes of
ground
reconnaissance,
recourse
may
be
had
to
aerial reconnaissance to clear the doubts.
7.5.3.
While
carrying out
ground
reconnaissance,
it
is advisable to
leave
reference pegs to
fecilitate
further
survey
operations.
7.5.4.
Instruments generally
used
during
ground
reconnaissance include
compass,
Abney
level/
Alti-meter,
Pedometer,
Aneroid barometer, Clinometer, Ghat tracer, etc.
Walkie-talkie
sets,
mobile
phones
aiKi
pagers
are
useful
for
communication,
particularly
in
difficult
terrain.
Use
ofthe
instruments
mentioned
above to obtain ground
slopes, maximum gradients,
elevation
of
critical summits
or stream crossings, and
location
ofobligatory points,
serve
as a check
on
the maps
being
used.
In difficult
hilly and forest
terrain assistance
ofnew
technology,
like.
Global Positioning System
(GPS)
or
Differential
GPS (DGPS)
may also
be
taken
where the
magnitude
and importance
ofthe
work
justify
their
provision.
GPS
is
acomparativelynew technology
which
utilises the satellites
orbiting around
the
earth.
A
minimum
offour
satellites
are
needed
to
indicate the co-ordinates
(X, Y, Z)
on the ground at
any time
of
day
and night. The
observations
are
made to
an
accuracy
of
nearly
a
few metres or
so.
For
more precise work with
accuracy
of
a
few
centimetres,
two geo-receivers are used and thismode of
using
two GPS
is known
as
differential
GPS
(DGPS).
7.5.5.
Points on which
data rnay
be collected
during ground
recoimaissance
are listed
in
AppendiX'3,
7.6.
Reconnaissance
Report
Basedon the information collected during the
reconnaissance
survey, a report should be prepared.
The
report
should
include
all
relevant
information
collected
during
the
survey,
a
plan
to
the scale
of
1
:50,000
or
larger as available showing the
altemative
alignments studied alongwith their
general
profile
and
rough
cost
estimates
. It
should
discuss
the
merits and demerits ofthe different
altematives
to help
the
selection
ofone
ormore
alignments
for
detailed survey and
investigation.
8.
PRELIMINARY SURVEY
8.1. Purpose
8.1.1.
Thepreliminary
survey
is
a relatively
large scale instrument
survey
conducted for
the
purpose
of
collecting
all
the
physical information
which affects the proposed location of
a
new
highway
or
improvements
to
an
existing
highway.
In
the
case
of
new
roads,
it
consists
of
running
an
accurate
traverse
line
along
the route
previously
selectedon the
basis
of
the
reconnaissance
survey.
In the
case
ofexisting
roads
where only
improvements are proposed,
the
survey
line
is run along the
existing alignment.
During
this
phase
of
the
survey,
topographic
features
and
other
features,
like, houses, monuments, places of
worship, cremation
or
burial
grounds,
utility
lines,
existing
road and
railway
lines, stream,
river,
canal
crossings, cross-drainage
structures, etc.
are tied to
the traverse
line. Longitudinal-sections and cross-
sections,
are
taken
andbench
marks
established. The
data collected at
this stage will
form
the
basis for the
determination
of
the
final
centre
line ofthe
road.
For
this
reason, it
is essential that
every
precaution
should
be
taken
to
maintain a
high
degree of
accuracy.
8.1.2.
Besides
the
above,
genial
information
which
may
be
useful
in
fixing
design
features
within
close
limits
is
collected
during
this
phase.
The
informationmay
concem
traffic,
soil, constmction materials,
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drainage, etc.
and may
be
collected
from
existing records
as
through
intelligent
inspection/simple
measurements.
Detailed
investigations
dealt with
in section
10 through
16
are
not
envisaged
at
this
stage.
It
may be
found convenient
to divide
the
road into
homogeneous
sections
from
traffic
consideration
and
prepare
a typical estimate
for one
km
stretch
as
representative
of
each
homogeneous
section. With
the
data collected,
it
should
be
possible
to prepare
rough cost
estimateswithin
reasonably
close
limits
for
obtaining
administrativeapproval,
if
not
already
accorded
and
for
planning finther
detailed
survey
and
investigations. Li
particular, infomiationmay
be
collected
regarding
(0
The
highest
sub-soil and flood water levels,
the
variation between
the
maximum^
and
minimum,
and
the nature and
extent
of inundation,
if
any,
gathered
from
local enquires
or
other
records.
These should be correlated to
data about the maximiun
and
minimum
rainfall
and its duration
and
spacing,
etc.
by
appropriate
hydrological analysis.
(ii) The
character
of
embankment foundations
including
the
presence
of any
unstable
strata
likes
micaceous schists, poor drainage or
marshy areas;
etc.
This is
particularly
necessary
in
areas
having
deep
cuts
to
achieve
the grade.
°
,
(iii) Any particular
construction problem of
the
area,
like,
sub-terranean
flow,
high
level
water
storage
resulting in steep hydraulic gradient
across
the alignment
canal
crossings- and their
closure
periods. Information regarding
earlier
failure? in
the
area
of
slides or
settlements of
slopes,
embankments and
foundation,
together with
causes
thereto may
also
be
gathered
from
records
and
enquiry
where
feasible.
(iv) In cut
sections,
the nature
of
rock i.e.,
hard,
soft etc. should be determined
by trial
pits or
boreholes. This is essential to make realistic
cost
estimates.
8.2. Survey Procedure
8.2.1.
The preliminary
survey
starts
with
running ofa
traverse
along
the selected
route,
adhering
as
far as possible to the
probable final
centre line
of
the road.
In difficult
situations,
a secondary traverse
connected
to the
primary one
at
either end
may
also be
run.
In hilly
areas,
a trace cut
1
.0
to 1
.2
m
wide,
if
required
maybemade during the
preliminary
survey. For details
in
this regard,
reference
maybemade
to IRC:52 *'RecommendationsAbout
the Alignment
Survey
and Geometric Design ofHill Roads .
8.2.2.
The
traverseconsists ofa
series
of
straight
lines
with their lengths
and intermediate
angles
measured
very carefully.
In difficult terrain,
the
alignmentmay
have
to be
negotiated
through
a
series of
short
chords,
preferably, the
travCTse shouldbe
done
with a
theodolite
with
Electronic Distance Measurement
(EDM) and all
angles
measured with
double reversal method. Global
Positioning
System
(GPS)
is
also
very
useful
and appropriate
for
preliminary
survey.
The
GPS
will
give locations
in co-ordinates all
the
necessary
points
on
the traverse.
GPS
is
very fast reasonably
accurate
for
preliminary
system
andcomputer
friendly for
data
transfer.
Control
pillars in
cement
concrete
should
be
fixed
at
suitable
interval
(ranging
from
500
m
to
2 kms)
to have
control on
accuracy.
It
also
helps in
repeating
the
survey,
ifrequired,
within
the
control pillars.
8.2.3.
Distances
along
the
traverse line
should
be
measured
withEDM
or total
statioa
An
accuracy
of
at
least
1
in 10000 should
be
aimed
at
mall
distance
measurement.
8.2.4.
No
hard and
fast
rule can
be
laid
down
as
regards
distance
between
two consecutive
transit stations^ In
practice,
the
interval
will
be
dictated by
directional
changes
in
the
alignment,
terrain
conditions and visibility. The transit
stations
should be
marked by
means
of
stakes
and
numbered
in
sequence. These should be protected
and
preserved
till the
fmal
location
survey.
8.2.5.
Physical
features,
such as,
buildings,
monuments,
burial
grounds,
cremation
grounds,
places
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of
worship,
posts,
pipelines, existing
roads and
railway
lines, stream/'river/canal
crossings,
cross-drainage
structures, etc. that
are likely
to affect
the
project
proposals
should
be located by means
of
offsets
measured
from the
traverse
line. Where
the
survey
is for
improving
or upgrading an existing
road,
measurements should
also
be
made
for existing
carriageway,
roadway and location and
radii
ofhorizontal
curves.
In
case
of
highways
in rolling
and hilly terrain the nature and extent ofgrades, ridges and valleys
and
vertical
curves
should
necessarily
be
covered.
The
width of
land
to
be
surveyed
will
depend
on
the
category
ofroad, purpose
of
the
project,
terrain and
other
related
factors. Generally,
the
survey
should
cover the
entire right-of-way
of
the
road,
with adequate
allowance
for
possible shifting
ofthe centre
line
from
the traverse line.
8.2.6. Levelling woric
during
a
preliminary
survey
is
usually
kept to
the minimum.
Generally, fly
levels
are taken
along the
traverse line
at 50
metre
intervals and at all
intermediate
breaks
in ground. To
draw
contours ofthe strip
ofland surveyed,
cross-sections should
b<; taken
at
suitable
intervals, generally
1
00
to
250m in
plain
terrain, upto 50m in rolling
terrain, and
upto
20m
in
hilly terrain.
To
facilitate
the
levelling
work, bench
marks, either
temporary
or
permanent, should
be
established
at intervals of
250 to
500
metres.
The levels
should
be
connected
to
GTS datum.
8.2.7.
Field
notes
of
the
survey should
be
clear and
concise, yet
comprehensive
enough for
easy
and
accurate
plotting.
8.2.8.
Apart
from traverse
survey,
general information about traffic,
soil, drainage
should
be
collected
while
the
traverse
is
being run, as mentioned
in para
8.
1
.2.
8.2.9. Checklist on
preliminary survey
is
available
in
y4/?/?^«</«:-¥.
8.3.
Map Preparation
8.3.1.
Plans and longitudinal sections (tied
to
an
accurate base line)
prepared as
a
sequel
to the
preliminary
survey are referred
to for
detailed study to
determine tlie final centre line ofthe
road.
At
critical
locations,
like, sharp curves, hair-pin
bends, bridge
crossings,
etc., the
plan
should also
show
contours
at
1
-3
metre
intervals, particularly for roads
in
rolling
or
hilly
terrain so as to facilitate the
final
decision.
8.3.2. Scales for
the
maps
should generally be the
same as
adopted forthe final
drawings.
The
following
scales
are
suggested:
(i)
Built-up areas
and
stretches
in hilly
terrain-
1
:
1
,000
for horizontal
scale
and 1 : 100
for
vertical
scale.
(ii)
Plain and
rolling
terrain-
1:2,500
for horizontal scale and
1:250
for vertical
scale.
8.3.3.
For
study
of
difficult
locations,
such
as,
steep
terrain,
hair-pin
bends, sharp
curves,
bridge
crossings,
etc.
it
may be
convenient to
have
plans to a
larger scale
than recommended above.
Ifnecessary
these
plans
may
show contours
preferably
at 2m
interval, though this could be
varied
to 1
.5
m according
to
site
condition.
9.
ENVIRONMENTAL
IMPACT
STUDY
AND RESETTLEMENT
AND
REHABILTATION
ACTION PLAN
9.
1
. General
9.1.1 The
Environmental
Impact
Assessment
(EIA)
has
become an integral
part
of
highway
project
preparation
work.
The
main
purpose
of
EIA
is
to
identify
the
environmental
impact
of
the
project
proposal
and
its
different
altematives,
weigh their
significance and
severance, propose possible mitigating
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measures and
provide
necessary information for
taking
decision
regarding
the
overall
acceptability
ofthe
project
fiom environmental
angle.
9.1.2. The subject is being briefly described in
the following
paragraphs
but
in
all
cases
of
actual
project preparation
the provision in the Guidelines for
Environmental
Impact
Assessment
of
Highway
Projects
(IRC:
1
04)
together
with
relevant
guidelines
and
instructions
issued
by
the
Ministry
of
Environment
and
Forests shall
be
followed
as guiding principles.
9.1.3. The
EIA
comprises
mainly
ofthe
following
four
elements:
(i) Preliminary Screening
and
Environmental
Analysis
(ii)
Environmental Design
(iii)
Compliance
of
Coastal
Regulation
Zonal
requirements
(iv)
Environmental
Management
Action Plan
In
most
cases
the
second
element
i.e.
Environmental
Design
within
its
Scope
will have
a
brief
socio-economic
base-line
study,
assessment
of
special
requirements
of
Forests
and
Coastal
Regulatory
Zones
and
preparationof
a
Resettlement and Preliminary Rehabilitation Action
Plan
(RAP)
maybecome
necessary.
9.1.4. Interalia the
following legislation need
due
consideration:
Environmental (protection)
Act, 1986
Wild life
(protection)
Act
1972
Forest(conservation) Act, 1980
Water (prevention and control
of
pollution) Act , 1
98
1 (amended 1
987)
Air (prevention and control ofpollution) Act
,1981
(amended
1987)
Coastal Zone
Regulation
The
latest
versions/amendments shall be
used.
9.1.5.
The
provisions in the
Notification
ofthe
Government of
India
in Ministry
ofEnvironment
and Forest N.O.
S.O.
3
1
8
(E) published in Gazette
Extraordinary
N.0.
244
dt.
10-4-1997
shall also be
kept
in
view.
Theprojects relating
to
improvement works including
widening and
strengthening
with marginal
land acquisition
of
roads along the
existing
alignments
irrespective
of
the
cost
component
is exempted
from
obtaining
environmental
clearance
from
Ministry
of
Environment
and
Forest,
9.
1
.6.
Salient features
of
MOEF
Environmental
Guidelines
for
Highway
Projects
are
covered
in Appendix-ll.
9.2.
Environmental Analysis
9.2.1.
A
preliminary
environmental/screening
ofthe
highway
may
be
carried out to
detemiine
the
magnitude
of actual and potential
impact
and
ensure
that
environmental
considerations
are
given adequate
weightage
in the selection
and
design
ofthe
highway
improvement/constmction
proposals.
In Appendix-5,
a
chart
for Initial
Environment
Examination
(lEE)
and
suggested
grading
and
protection measures have
been indicated.
9.2.2.
Information should
be
collected
on existing
environmental
conditions and
a
preliminary
evaluation of
the
alignment
selected
for
improvement/construction
in
order
to
determine
the
focus of
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environmental
assessments,
design
and
management Studies.
9.2.3.
Positive
and negative
impacts
of
upgrading the
highway
or constructing
a
new
highway
shall
be identified. Cost-effective measures
may
be proposed
to enhance
the
positive impacts and to
avoid ormitigatethe effect ofnegative
impacts.
9.2.4. Where
felt
necessary, public
consultation
with
the
affected
groups
orinvolved
NGO's
maybe
carried out.
9.3. Environmental
Design
9.3.1.
From
the
Environmental analysis
all elements
with potential
for
adverse
impacts should
be
identified,
for
which
steps can then
be
taken
to
avoid/mitigate
throughjudicious
design
changes
(e.g.,
shifting the road alignment
to
save
trees
on one side ofthe road).
Adverse impacts,
such
as,
soil erosion,
fiodding, loss of
vegetation cover,
etc.
should
be
identified*and appropriate mitigating measures,
like,
ground
cover
planting,
installation ofproper drainage system, etc. incorporated in design to reduce
the
impact. Cost
effective
proposals may also
be
included
in
the
design proposal to suitably upgrade or
enhance
theenvironmental
quality
along
the
highway
or the
new
alignment
in
a
sustainable
manner.
Where
possible a
few
stretches
along
the
project
road
may
be
selected
for
provision
of
facilities
fornon-motorised
transport
which
may
provide
an
indirect encouragement
to
enhancement
of
environmental
quality.
9.4.
Environmental Management
Action Plan
9.4.
1
. An implementation
schedule
and
supervision
programme may
be
prepared for timely
executionof
environmental
mitigation
and
design
works and all
efforts
may
be
made to stick
to
it.
In
important cases
the
programme
formonitoring
environmental impactsduring construction
and
operation
should
be
developed.
For
large
projects,
the requirement for
institutional
strengthening
and training
facility
for
personnel
tobe
dq)loyed
on environmental works
should
be specified.
Any
further studies of
environmental
issues, which are
required to be undertaken
during project
implementation
should
be
recommended.
9.5.
Resettlement
and
Rehabilitation Action
Plan
(RAP)
9.5^
1
.
Whenever the
project will
entail acquisition of
land, structures
and other assets
and cause
di^lac^oit
or
lossofassets
within
thepublic
right-of-way,
the project
should
undertake
asocio-economic
base-line
study
and prepare a
Re-settlement
and
Rehabilitation Action
Plan
(RAP).
9.5.2.
Broadly
speaking,
the
RAP
has
three
main
objectives:
(a)
To assess
and
bring out
the impacts of land
acquisition
and
assets for
the project civil
works
on
the
people
who
own properties
in
the area to be
acquired
or
live
on the
land to
be acquired
and/or
derive their
income from the land or
own enterprises operating on the land
to be acquired,
(b)
To
present-the
entitlement
policy
for
compensation and assistance
to people
affected
by
the
project, and
(c)
To
prepare
an action
plan for
delivery
of
compensation and
assistance
outlined in the poUcy to
the
persons duly
identified as
entitled to such
assistance.
9.5.3.
The
present
policy ofthe
Government
is
that the
population
adversely
affected
by the
project
should
receive
benefits
from it
or
at the least,
they
should not be
worse
offthan before
because of
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the
project.
Since acquisition ofland and other assets may be
unavoidable
and an
integral
part
ofproject
design and
implementation,
undertaking a
social impact
assessment
and preparing
RAP
may also
be included
as
a
part
of
proj
ect
design from the start
and
undertaken in
close
co-ordinationwith
environmental
analysis
and
environmental
action
plan. Also,
as
far
as
possible,
involuntary
settlementmay
be avoided
or at least
rniiiiinised
wherever
possible,
by
exploring
other altemative
project designs.
9.5.4. The initial screening
ofsocial
and environmental impacts
should
be apart offinal
selection
of
ahgnment.
hi
this
connection
the
initial
Environmental
Examination
grading
suggested
in the
table in
Appendix-5 may be
seen.
9.5.5.
In
cases
where
displacement, loss
of assets or other negative
impacts
on
people are
unavoidable,
the project should assist the affected
persons with means
to improve
their former living
standards,
income-earning
capacities,
production
levels or
at
least
maintain the
previous
standards
of
living
9.5.6.
Since no civil
work can
be undertaken
on
any
stretch
ofroad
before land
acquisition and
payment
of
compensation
as
per
RAP,
it
is
essential
thatplanning and implementation
ofcivil works
may
be
co-ordinated
with
RAP.
9.5.7.
Preparation ofRAP
requires
a thorough
understanding ofthe
local people, and
the
social,
economic and
cultural factors
influencing
their
lives.
It is essential that
detailed
base-line studies are conducted
with
a
participatory
approach
through
consultation
with potentially affected
persons and other
stake holders
in the area,
the
local NGO's,
municipal
authorities, etc. and
a
mutually satisfactory solution
is
achieved.
10.
FEASIBILITY
REPORT
10.1.
A
Feasibility Report
is prepared
after
the
preliminary survey
is
completed. The report
is
intended
to
serve as
the
basis
for
according
Administrative
Approval (AA)
for the project by
the
Highway Department/Public
Works
Department.
When International
fiinding
is sought,
it
forms the
basis
for
entering
into
negotiations with the funding
agency and
concluding an
agreement
for loan. The Feasibility
Report must
establish the economic
viability
and
technical
soundness
ofthe altemative selected.
Thus, it
must be
preceded
by
the
engineering
surveys
and investigations
of
sufficient
accuracy
and
detail
as
to
result
in a
fairly
firm
estimation
of
the
cost
ofthe
project.
It must be
based on accurate traffic
projections and
must
contain an
economic analysis.
10.2.
A full account ofthe
socio-economic
profile ofthe
state
and
the
Road
InfluenceArea
must
be
given
in the Feasibility Report.
The
transport
infi^tructure
ofthe
stage must be fully
described,
giving
details of
the
road/road transport sector.
The
Feasibility
Report
may
include
discussion
on
different
altemative
alignments,altemative
pavement
design for deciding
the
one
most
suitable
as
final option.
Feasibility
of
stage
construction
should
also be
examined
in the
light
ofthe rate of
growth
of
traffic
and
other relevant parameters.
10.3.
A
briefoutline of
the
organisational
structure
of
the
Public
Works
Department
must be
given,
establishing
its adequacy
in
handling
the
project
and
giving
details of
any
augmentation
support
system
proposed.
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1 0.4.
The
Report
should give
a briefdescription
of
the
scope
of
the
project,
its
need, sources
of
funding,
budget
and
plan provision,
selection
ofroi te alignment,
cross-sectional elements,
drainage facilities
and
construction
technology.
10.5. The
methodology
adopted for the
various
studies
must be
described.
These
include
traffic
surveys: soils; materials
and
sub-soil investigation;
hydrological and
drainage
studies.
10.6. The
design
standards
and methodology
adopted
must
be
explained.
1 0.7.
The Report
must contain a reasonably accurate
estimate
ofcosts,
giving
the
basis
for
adopted rates. Any provision
for
escalation of
costs
mus*
^^e
explained.
10.8.
The implementation
programme involving
prequalification,bidding,
constmction siq>ervision
and contract
management must
be drawn
up
and presented
in
the
form of
bar
chart.
1
0.9. The
economic
analysis
must
be based on current costs.
The
IRC Manual on Economic
Analysis
of
Highway
Projects
(Special Publication No.
30)
gives details ofthe procedure that may
be
adopted. Some
other models like
HDM III or its
latest revision
developed
by
the World
Bank,
RTEM III
developed
by
Transport
Research
Laboratory
U.K.
after suitable calibration
for
Indian conditions also
can
be
used ifso desired. A sensitivity analysis
must be presented for
the following
cases:
(1)
Benefits minus 15 per
cent
(2)
Base
costs plus
1
5
per
cent
(3)
Base benefits minus
15
per
cent
and base costs
plus
15 per
cent
(4)
Implementation delay:
one year
These
percentages are
generally specified
in
the range
of
10-15
per
cent.
In
addition to catering
for
the
uncertainties
in
the
generated
and diverted
traffic,
a
sensitivity
analysis
shall
be
carried out considering
the
non
occurrence
of
the
development
envisaged
and/or
the
diverted
traffic
not
attracted as per assumption. For cost benefit
assessment,
the sensitivity analysis
shall include:
•
Base Case
•
Pessimistic
Scenario
•
Optimistic
Scenario
10.10. The
construction
arrangements
envisaged must
be
discussed. The procedure
for
prequalification
of
contractors
and for bidding
and
supervision arrangements
must
be
discussed.
10.11.
In case
ofBuild,
Operate and
Transfer(BOT)
Projects, the financial analysis with different
financial
scenarios
must be
presented.
The
financial
analysismay
include
cash
flows, minimum
construction
time and
exploring
other
revenues
including the tolls.
10.12.
The
Feasibility
Report
must
be
accompaniedby
the
following
drawings:
(i) Locality map
(ii)
Plans
showing
various
alternative alignments
considered and the selected alignment
(iii)
Typical
cross-sections
showing pavement details
(iv) Drawings
for
cross-drainage and
other
structures
(v) Road
junction
drawings
(vi)
Strip
plan
(vii) Preliminary
land
acquisition plans
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10.13.
The
Feasibility
Study
shall
have
following
broad
coverage:
Volume
I-Main
Text
and Appendices
(i) Executive summary
(ii)
RegionayState
socio-economic
profile
(lii) Socio-economic profile ofthe
project
influence
area
(iv)
Methodology
adopted
for
the studies
(v) Traffic
surveys
and analysis
(vi) Engineering survey
investigations
and
analysis
(vii)
Project
road description and or
improvement
proposals
(viii) Environmental impact
assessment
(ix)
Resettlement
and rehabilitation
action
plan
(x)
Project cost estimates
including
L.A.
cost
(xi) Economic analysis
and
evaluation
including
sensitivity
'
(xii) Conclusions
and
recommendations
Volume
II-Design
Report
(i)
Project road
inventory
(ii) Engineering
survey
and investigation
data
(iii)
Design
standards and
specifications.
(iv)
Pavement
and
bridge design
Volume
Ill-Drawings
10.14.
A
check list for
the
Feasibility Report
is
given
in
Appendix-6.
11. SELECTION OF
OPTIMUM ALIGNMENT
IN THE DESIGN
OFFICE
11.1.
Determination
of
the
final
centre
line
of
the
road
in the
office
is
a
forerunner
to
the
final
location survey.
This
involves
the
following operations
(i)
Making use
of
the
maps
from preliminary survey
(see
para
8.3)
showing
the longitudinal
profile, cross-sections
and
contours, a
few
alternative alignments
for
the final
centre
line of
the road are
drawn
and
studied and
the best
one satisfying
the engineering, aesthetic
and
economic
requirements
selected.
(ii)
For
the
selected
alignment,
a
trial gradeline is
drawn
taking
into
account
the controls
which
are established
by
intersections,
railway
crossings, streams
and other
drainage
requu-ements.
In
the
case
of
improvements
of
an existing road, the existing
road
levels
are also
kept
in
view.
(iii) For the selected
alignment,
a study
of
the
horizontal
alignment
in conjunction with
the
profile
is
carried out
and
adjustments
made
in both
as
necessary
for achieving
proper
co-
ordination.
(iv)
Horizontal
curves
including
transitions
with
adequate
provision for visibility are designed
and final
centre line
marked
on the map.
(v) The
vertical curves are
designed and the
profile
determined.
1 1
.2.
The
alignment
determined in
the design
office
shall
be
cross checked in the field, specially
when
the
data
base
is
not
adequately
updated.
11.3. Determination
ofthe
final
centre line ofthe
road
forms the appropriate stage
for
preparing
plans
and estimates
for land
acquisition.
Land acquisition proceedings
involve
time and these
need
not
wait
till the preparation ofthe
detailed
project
report
especially,
if
administrative
approval has
already
been
obtained.
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12. FINAL
LOCATION
SURVEY
12.1.
Purpose
12.1.1. The
purpose ofthe final
location
survey is
to
lay out the centre lines ofthe road in
the
field
based
on
the
alignment
selected in
the design office and
to
collect necessary data for the preparation of
working
drawings.
The
completeness
and
accuracy
of
the
project
drawings
and
estimates
of
quantities
depend
a
great deal
on
the
precision
with
which
this
survey
is
carried
out.
The accuracy
of
the survey
should
be
test checked by
the senior professionals
ofthe concemed
authority. This will
also
generate
the
precise
land
acquisition
requirements.
12.1.2. The
two
main
operations
involved
in the
survey
are the staking out
of
the
final centre line of
the
road by
means ofa
continuous
survey
and detailed
levelling.
12.2.
Staking
Final Centre Line
12.2.1. The
centre line ofthe
road,
as
determined in
the design
office, is translated on
the ground
by
means
of
continuous
transit
survey
and
staking
of
the centre
line
as
the
survey
proceeds.
Double
reversal
method
should be adopted at all horizontal intersecfion points (H.I.P.) and intermediate points
of
transit (POT)
on long
tangents. The H.I.Ps. should
be
fixed on hubs
driven
flush with
the ground
and
suitably
referenced so
that
they
may
be readily located.
Usually, these should be serially numbered for
easy identification
and shall be defined by coordinates.
On
long
tangents,
the intermediate
transit
points
(POTs)
should also be
fixed on hubs
in
the
case
of
new
roads, and
by means
of
spikes
or nails driven into
the
pavement in the
case
ofexisting roads
with
proper
referencing.
Method of
referencing H.I.Ps.
and
POTs is
illustrated in Fig. 12.1 and is
also
shown in
Plate-2.
reference
peo
Wangle
iron
in
concrete)
-1.
p.
t Moa IN
CONCRETE)
REFERENCE
PEG
—
(ANGLE IRON
IN
CONCRETE)
j£
OF ROAO
t«)
REFERENCE
PECS
AT
MORfZONTAL
INTERSECTION
POINT
(H.I.P.)
^REFERENCE PEG
lANCUE
IRON
IN
CONCRETE)
«
%.
R
O.T.
t
NAtt. IN EXIST. PAVEMENT/
•
^^MU8
IN
CONCRETE
FOR
NEW
I
ALJCNMENT
1
i£
OF
ROAO
IANCL.C
IRON IN
CONCRETE
)
tfcl
RCFCRCNCC
PC08
AT
POINT OF
TRANSIT'
I
P.
O.T.
)
Fig. 12.1.
Sketches
explaining
the
method
of
referencing
horizontal intersection
point (H.I.P.)
and point
of transit
(P.O.T.)
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12.2.2.
The referencepoints
should
be so
located that
these will
not
be
disturbed
during construction.
Description and location
by
coordinate ofthe reference
points should
be noted
for
reproduction
on
the
final
plan
drawings.
1
2.2.3. All the
curve points,
namely the
beginning ofspiral
transition
curve
(BS),
beginning of
circular
curve (BC),
end
ofcircular
curve
(EC) and
the
end
of
spiral
transition
(ES)
should
be
firmed
and
referenced
in
the
same
manner
as
for
POTs
described earlier.
(For the
procedure
of
setting
curves,
reference
may be made to
IRC:38 Design
Tables
ofHorizontal
Curves
for
Highways ).
12.2.4.
The
final
centre
line of
the
road should
be suitably
staked. Stakes
should
be fixed at
50
metre
intervals in
plain
and
rolling
terrain, and
20 metre intervals
in hilly
terrain.
The
stakes
are
intended
only
for
short
period for taking
levels ofthe ground
along the centre
line and cross-section with
reference
thereto. In the case ofexisting roads,
paint
marks with button
headed
steer nails may
be used
instead
of
stakes.
12.2.5. Distance
measurements along
the final
centre line
should
be
continuous
following
the
horizontal
curves
where
these
occur.
12.2.6. The
traverse
in
case
of road
alignment
would
be open and should
be
controlled by
establishing
control
points
to
be
established
by sophisticated
G.P.S.
or
by
astronomical observations
or
by
running
cut-off
lines
between certain intermediate stations.
1 2.2.7. At road crossings, the
angles
which
the
intersecting
roads make
with
the
final
centre
line
should be
measured.
Similar
measurement
should
be made
at railway
level
crossings.
12.3. Bench Marks
1 2.3. 1
.
To
establish firm
vertical
control
for
location,
design and construction,
permanent
bench
marks
should
be
established
at
intervals
of 2
km
and temporary bench marks has
intervals
of
250
metres
(exceptionally 500 metres), and
at or
near
ail drainage
or
underpass structures. Reference
points for
POTs
andHIPs,
as shown
in
Fig.
12.1 could
also
be used as
bench marks.
It
is
particularly
important
that
a
single
datum, preferable
GTS datum, should
be
used
to
tie
up all the
levels.
For
bench
mark
levelling,
check
levels should be run
over the
entire line back to the
first bench mark.
12.4.
Longitudinal
Sections and Cross-Sections
12.4.1. Levels
along the
final
centre
line should
be
taken
at
all staked stations
(Refer sub-para
1
1
.4.2)
and
at all breaks
in the
ground.
12.4.2.
Cross-secfions
should
be
generally
taken
at
50-100
metre
intervals
to
plain
terrain
and
50-75
metre
in
rolling
terrain depending on
the
nature
ofwork.
Preferred distance
for
existing
roads
are
built-up
situafions
is 50 m. The
interval should be
still
less in
hilly terrain, about
20 m. In
addition, cross-
sections
should
be
taken
at
points of beginning and end
ofspiral transition
curves, at
the
beginning,
middle
and end
ofcircular curves,
and at
other critical locations.
All cross-sections
should
be
with reference to the
final
centre
line,
extended
normally
up to
the right-of-way
limit,
and
show
levels
at
every
2-5
metres
intervals and
at
all breaks in the
profile.
1
2.4.3.
Centre line profile
should
normally
be
continued
at
least
200
metres
beyond the limits
of
the
project.
This is
intended
to ensure
proper
connecting grades at both
ends.
With the same
objective,
profile
along
all
intersecting
roads
should
be
measured
upto
a
distance
of
about
1
50
metres.
Further,
at
railway
level
crossings,
the level
ofthe
top
ofthe
rails,
and in
the case
of
subways, the
level
ofthe roof
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should
be noted.
On existing
roads,
levels
should
be
taken
at
all
points of
intersectionm
order
to
help
the
fixation
ofprofile.
12.5.
Proper
Protection
of
Points ofReference
12.5.1.
The
final
location
survey
is
considered complete
when
all
the
necessary
information is
available
and
ready
for
the
designer
to
be
able
to
plot
the
final
road
profile
and
prepare
the
project
drawings.
Among
other
things,
field
notes
should give
a clear
description and
locas ton ofall
the
bench
maiics
and
reference
points.
The
information
should be
transferred to
the
plan drawing
;s,
:io thai
at
the
time
of
construction
the
centre
line
and the
bench marks
could
be
located
in
the
field
witho
it
any
difficulty.
1
2 .5 .2
.
At
the time
ofexecution,
all construction
lines
will
be set out
and
cht;
eked with reference
to
the
final
centre line
established
during
the
final
location survey.
It
is important, therefore, that not
only
all
the
points referencing
the
centre
line should
be protected
and preserved
but
these an
; so
fixed at site
that
there is little
possibility
oftheir
being disturbed
or
removed till the construction
is cor ipleted.
1
2.5
.3
.
A checklist
indicating
the
major
operations involved
in
the difTereor
rypes
of
survey
and
investigation
for
a
road
project
is
given
inAppendix-4.
13. SOIL
AND MATERIALS SURVEYS
13.1. General
13.1.1.
Investigations
for soil
and
other
materials required forconstmctioo
are carried out in respect
of
the
likely
sources
and the availability
and
suitability of
materials.
Some
other
investigations,
for
instance
in
respect
oflandslide prone locationsmay also
be
conducted
at
this stage.
1
3
.
1 .2.
In
particular
soil and materials surveys are required:
(i)
to
determine
the
nature
and
physical
characteristics
of
soil
and
soil
profile for
design
of
embankment
and
pavement
(ii)
to
determine the
salt
content in soil
in
areas
known
to
have problems
o '
v/here
the
composition
of the
design
crust requires such
testing
(iii) to determine the proper method(s) ofhandling soils
(iv)
to
classify
the
earthwork
involved into various categories such
as
rock excavation, earthwork
in
hard
soil
etc.
- .
(v) to
gather
general information regarding
sub-soil
water level
and flooding; and
(vi)
to locate
sources for
aggregates
required for
pavement and
structures
and to
ascertain their
availability
and suitability for use.
\
(vii)
locate
source
ofgood quality
water
suitable for
use
in
different items
and
work
particularly
the
current
work.
13.2.
Study of
Available Information
1
3.2.
1
. The
soil and materials
location
surveys should include study ofall
available information
such as
geological
maps, data
published
by
the
various authorities regarding locationofconstmction
materials
and
the information
available
with
ground water
authorities regarding depth of
water
table.
Soil
maps
prepared
by
the
local agricultural
department and
records
of
existing
highways
may
also
provide useful
information. A
study
of
these data,
ifavailable,
will
be of
great help
in the
planning
and
conduct
offurther
surveys and
investigations.
This
information should
be
perused in
conjunction
with general information
gathered
during the
preliminary
survey (see
para
8.1
.2).
13.2.2.
After
studying
the
available
information, detailed
programme
ofsurvey
can be
drawn
up.
Points
needing
attention
during
detailed soil
survey are
highlighted
further
on.
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IRC:SP:
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1 3.3.
Soil
Investigations
for
Low
Embankments
13.3.1.
The first
operation
in
the detai
led
soil survey is
to
demarcate
the possible borrow
areas.
While
demarcating
borrow
areas within
the road land, the
directions contained in
IRC:
1
0
Recommended
Practice
for
Borrowpits
for Road
Embankment Constructed
by
Manual
Operation
should be
kept
in
view.
The
extent
of
borrow
areas
should
be
commensurate
with the volume
of
work
involved in
the
embankment.
13.3.2.
The
general
character of
material
excavated from test pits should
be
recorded
and tests
conducted
on
it in
the
laboratory
for properties
mentioned further on. Where the type on material varies
in
a
single
pit,
the
tests should
be
conducted
on
each type
ofsoil
separately
and
the horizon of
occurrence
noted.
Similar
tests
should
be carried
out
on material
from
cuts
for
ascertaining the
suitability
ofits
use in
the
embankment.
.
(i)
Gradation
test
(IS:2720
Part IV)
(ii)
Liquid limit
and Plastic
limit
(IS:2720 Part
V)
/
(iii)
Density and
optimum
moisture
content
(IS:2720 Part
VII
or
Part VIII as
relevant)
(iv)
Deleterious
constituents (only
in salt
infested areas or
where presence of
salt
is
suspected)
(IS:
2720 Part
XXVn)
However,
in
case ofhighly
plastic poorly draining and
unstable
soils, some
additional
soil tests,
(e.g.
shrinkage
limit test) may
also
need
to be
performed
before
accepting
the
same
either for foundation
or
borrow.
13.3.4.
The results
of
the laboratory
investigations
should
be
summarised
in
a
convenient form
for
which
a
pro
forma is suggested
in
Table
1
.
Usually this
information
should
be
enclosed
in full with
the
project
report.
Based
on
results
of
the
tests,
sand
content,
and classification
ofthe
soil vide
IS system,
(as
discussed
in paras
3.
10
to
3.
1 3 ofIRC:36)
should also
be
determined.
The
final
selection
of
the
borrow
areas,
whether
for
the body ofthe
embankment
or the
subgrade could
then be
made
in
accordance with
the
norms
recommended
inIRC:36 Recommended
Practice
for the
Constmctionof Earth Embankments
for
Road
Surface .
Great
caution
should
be
exercised
to
ensure
and mark,
as
far
as
possible,
homogenous
soils
only
for this purpose. Heterogeneous
or
variable
soils should
be
avoided. In making
the selection
it
should
be
ensured
that
the
best
available homogeneous,
soil is reserved
for
use
in
the
subgrade (i.e.,
top
500 mm
portion ofthe
embankment).
After
completing
the
analysis of
the
results,
borrow
area charts
similar
to the
sample shown
in
Fig. 1 3.
1
should
be
prepared.
Table 1
.
Suggested
Proforma
for
Presenting
Laboratory
Investigation
Data of
Soil for
Embankment
Constnictipn
Name
of
the
Laboratory
/Institute:
Name
of
the
fechnician
:
Date
j
Location
Type Sieve
analysis Percent
passing
Sand
of soil
4-7
mm
2mm
425
75
(per cent)
sieve sieve
micron micron
content
sieve
(Col. 4) -(Col.
7)
1
1
3
4
5 6
7
g
Atterberg
limits
(oer
cent)
Soil
Classification
Density Test Deleterious
Constituents
Remark
LL.
P.L.
PJ Max.
dry
Density
g/cc (Normal/
Heavy
Compaction)
OMC
per cent
,
9 10
11
12
13
14 15 16
Note: If
desired,
the classification
could
alternatively
be
done according to
the
IS
system
of
classification.
See
paras
3
.
1
0
to 3.
1
3
of
IRC:36
Recommended
Practice
for
the
Construction of
Embankment
of
Road
Works
in this Regard.
Only in
salt
infested
areas
the presence of salt
is
suspected.
34
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8 8
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IRCSP:
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13.4.
Special
Investigations
for
High Embankments
13.4.1. Tlie
basic
objective ofinvestigations
in
such
cases is
to
obtain
engineering
data for
soil
and
rock necessary
for
a
quantitative design
of
embankment
at the chosen
sites.
Generally
for checking
stabi
ity against
slip
failures,
the
basic
properties
to
be
investigated
are
shear
parameters,
unit
weight
and
moismres
conditions. For safety
against excessive
settlement,
consobdation
properties
are important.
For
iir^
estigations in such
cases, services of
speciahsts
may often
be needed.
Reference
may
also
be
made
to
IRC
publication
'Guidelines
for the Design
of
High
Embankinents
(IRC:75).
In
addition to
the
above, some special considerations
required
have been
enumerated in
Appendix-1
to this
manual
for locating
roads
in
hilly
areas,
desert areas,
water-logged
areas
and
areas
subject
to
soil
erosion.
Thesepointsmay bekeptin view.
IRC
Special
Report
No. 13
State
of
Art
:
High
Embankment
on
Soft
Ground
Part-
A-
Stage
Constructior
Contains
recommendations
for
foundations
for
high Embankments. Special Report
14
entitled
Stdle
of
die
Alt High
Embankmentson
Soft
Ground- Part-B-
Ground Improvement.
The
points mentioned
in
them
v/ould
be
ofhelp in
preparation
ofprojects in similar
situations. Software
HED
Version
1
.0 (available
with the IRC)
for
design ofhigh embankment is
recommended for
analysis.
Slope stability
analysis for
seismic forces
and
reinforcement force
can be handled by
this
software. This software
is
with
Graphic
Capability
List
oflaboratory
tests
to be
conducted for
highway
embankment
is
placed asAppendix-1
0.
Ministr>'
of
Road Transport and
Highways
circular No. NH-VI-50(2
1
)/79
dated
25th
January,
1
980 regarding
Investigation
and
Design
forHigh
Embankments
at
Approaches to
Bridges and Overbridges
on
National Highways and
other Centrally Financed
Roads
has
been printed
with
1
7
Annexures in
Addendum
to
Ministry's
Technical
Circularsand
Directives
on
National Highways
and Centrally Sponsored
Road
and
Bridge
Projects
published
by
IRC.
This
circular
is
very
exhaustive
and
covers
basic
steps
and
procedures for
soil investigation, typical woriced
out
example
for
stability
analysis ofembankments, filter
design,
settlement analysis,
etc.
13.5.
Soil Investigations for Cut
Sections
1
3 .
5
.
1
. In the samemanner as described in
para 1
3
.4 for
embankmerit
material, soil in cut sections
along
the centre line of
the
road at an
elevation corresponding
to
the
design
subgrade
level
should
be
tested
for
the
following general properties:
(i)
Gradation
(ii)
Atterberg
limits
(iii) Field density
and
moisture content
(iv) Proctor
density
13.5.2. In
the
case
of rock
cuts
where
necessary,
trial pits
or boreholes
should be
made
to
the foundation
level,
to
make realistic estimates
ofthe
type
of
cutting
involved The
interval
of
trial
bores
may
be 30
to 50
metres
or as
otherwise decided
by
the
Engineer-in-charge
depending on
specific
requirements.
13.6. Special
Investigations
in
Landslide-Prone
Areas
13.6.1.
Information
collected
during preliminary survey
(see pai
i:
8.
1
.2)
would
normally
identify
the
landslide
prone
ai-eas along
the
alignment
and
every eftbrt
would
have been made
to
avoid these
while
36
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IRC:SP:
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fixing
the
centre
line ofroad.
However,
in
case
where
the same
is
not
feasible,
further investigations
would
be
required
to
study the extent
of
the
problem and
plan
appropriate remedial measures.
For this
purpose,
services
of
geologist
or
soil specialist
may
often be
needed.
13.6.2. Depending on
the
geological
configuration
and
drainage
ofthe area, slides may
take
the
form
of
rock
or
soil
fall
(i.e.,
movement
of
detached
rock
fragments
at
steep
angles),
rock flows
(i.e.,
soil
or rock
mass suddenly losing
strength and flowing like a liquid), or
rotational
slides (i.e., slips
triggered
under-cutting, erosion, extemal
load
on
upper
parts of
the
slope, or
water
seepage),
hivestigaiion
in each
case
will, therefore,
depend
on
site
conditions
and
the type ofslide expected.
Tliese
will
involve
collection
of
information about
the
existing
slides,
sources
ofwater
in
the area, substrata profile,
arid
other
pertinent
data
which
may
facilitate inferences
being drawn
as
to the cause,
mechanism, and potentiality ofslides.
For
detailed
guidance in regard
to
such
investigation, reference mightbemade
to
standard publications on
the
subject
and
IRC Special
Report
No.
1
5
-
State ofthe Art:
Landslide
Correction
Techniques .
13.7.
Detailed
Investigation
for
Flexible
Pavement
Design
13.7.1. New
flexible
pavements
are
to
be
designed
in
accordance
with
IRC:37 Guidelines
for
the
Design
ofFlexible Pavemente .
General principles laid
down
in
this
publication formoulding
and
testing
soil
specimens under different
situations to be able to
use
the CBR
method of
design
should be
kept
in
view.
13.7.2. Fornewroads,
the soil
data already
collected
in
earher
phases
ofthe
survey
should be
studied in detail for
ascertaining
the
variability/homogeneity ofthe
soil profile,
and
planning further
investigations.
Where
pavement
design relates
to
widening/strengthening ofan
existing road,
the road
should
be
divided
into
more
or
less
identical
sections
on
the basis
of
actual
performance
and
pavement
composition, as the basis
for
further testing.
13.7.3.
For pavement design, apart
from the
general soil tests
referred
to
earlier, CBR test
should be
conducted
for
soaked,
unsoakedothoth
these
conditions
depending on
the
design
reciuirements
spelt
out in
IRC:37.
Frequency of
CBR testing
may
be
decided based
on the
soil
classification tests
conducted
at
close interval of500 m-1
,000
m.
Overall
objective
should
be
to
get
strength
results
for
all
changes
in
soil
type
or
each demarcated
section of
similar
performance.
1 3 .7
.
4
. A
suggested
proforma
for presenting
soil investigation
data
pertinent to flexiblepavement
design
is
given in Table
13.2.
1
3.7.5. In
case
of
overlay
design, IRC
Publication
Tentative Guidelines
for
Strengthening
of
Flexible
Pavements
Using
Benkelman
Beam
Deflection
Technique-LRCiS
1
may be
followed.
A suggested
proforma
for
Pavement
Deflection
Data
Using Benkelman
Beam
attached
in
this chaptermay
be
found
useful.
13.8.
Detailed
Investigation
for
Rigid
Pavement
Design
13.8.1. For
design of
cement
concrete
pavement ?n
the
case
of
new
conrt^^ctinn,
'K'
value
tests
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IRC:SP:19-2001
should be
carried out
with
75 cm
diameter
plate
at
the
rate of
generally,
one
test perkm
per lane
unless
foundation changes
warrant additional tests.
Further
guidance
in
this respect
can
be
had
from IRC:58
Guidelines for the
Design
of
Rigid Pavements for Highways .
13.8.2. For
investigations in
connection
with
the
strengthening
ofexisting
rigid
pavements,
reference
may be
made to the
IRC Special
Publication 1
7
Recommendations
About
Overlays
on
Cement Concrete
Pavements .
13.9.
Naturally
Occurring Aggregates
for
Pavement
Courses
13.9.1.
The
survey
fornaturally
occurring
materials,
like,
stone aggregates,
murum, gravel, kankar,
etc.,
to be
employed
in
construction should embrace
the identification
of
suitable
quarries for these,
the
amount
ofmaterial
likely
to be
available
from
each, and
the
determination of physical
and
strength
characteristics,
of
the materials.
The tests
to
be
conducted and sample
proforma
for presenting
the test
results are
shown in Tables
13.3
and
13.4,
Table
13.3
is for aggregates while
Table 13.4 is
for
naturally
occurring materials,
like,
murum,
gravel
and soil-gravel/murum
mixtures.
For
every
quarry source,
at
least
three specimens
should
be
tested for each type of
material
met
with.
Samples for
the
tests should
be
representative and collected in
accordance
with
the procedure
setforth
in
IS:2430. Quarry
charts
showing
the
location
ofquames and
the
average
lead ofmaterials
should
also be prepared.
New road construction
as
well
as
essential maintenance
and rehabilitation
ofexisting network
use
substantial
quantity of
material resources, like,
earth, stone
metal,
chips, binder,
etc. On
one hand material
extraction, processing and production invariably have
adverse
impact
on
environmental
and
also
leads to
progressive depletionof
existing resources.
On the other hand
there
are
many heavy industries, like, steel
plants,
power
plants,
etc.
which
produce a large quantity of
waste materials, like, slag, fly
ash, bottom ash,
etc.
which pile
up
in the
absence
of
satisfactory disposal constituting an
environmental hazard. Road
research
has
shown
that
these
waste materials, like, slag, fly ash, etc.
can
be
gam
fully utilised in
various
ways in
construction
of
embankment, pavement,
etc.
which will
not
only
be
economical
in
certain
areas
but
also
will solve the disposal
problem. Keeping in mind
the environmental
need and
over-all
economy in
use ofmaterial resources, project
preparation should aini
al maximum
utilisatic
i
^
of
these substitute
materials
in
the
construction process.
13.10.
Manufactured
Aggregates (Brick Aggregate)
13.10.1.
Where
the
use of
brick
aggregates
i
s
envisaged,
a
survey
should
be
made to
identify
the
location
and
average
lead from
the
work site ofexisting kikis
capable
of
producing
overbuml
bricks/'brick
bats.
Where
suitable
kilns are
not in
operation, the
survey should
indicate
the
possibility
of
opening new
kihis for
the purpose.
13.11.
Manufactured
Items
13.1 1.1
.
For manufactured items,
like
lime,
cement, steel and
bitumen,
information
about
their sources
of
supply
arid
the
distance
of the
nearest rail-head
from
the
location
of
works
should
be gathered
during
the
survey.
For lime, in
addition
to
source and
lead,
the
infomiation
should
cover
its
purity.
13
.12.
W
iter
for
Corsstniction
Fijrposes
13.12.1.
Information sJiouid
also
be
gathered
about the
availability
ofwater
near the
work
site
and
its
suiiabilit>' in conformity
with 18:456
fcr
c.onstniclion
purposes
40
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IRC:SP:19-2001
14.
ROAD
INVENTORY
AND
CONDITION
SURVEY
14.1.
Many highway
projects
involve
improvement
to
an
existing
road
(strengthening/widening)
or
construction
of
new
facilities
(bypasses)
which
are
an
improvement
in traffic
conditions overthe
existing
facility. In all
these cases,
the
scope
ofthe
improvement
measures
and
economic
justification
forthem
depends
upon
the
condition
of
the
existing
road.
It therefore,
becomes
necessary
to
prepare
a
road
inventory
and
carryout
condition
survey.
Suggested formats
are
indicated in
the
Appendix-7.
14.2.
In some
Highway Department/Public
Works
Department, systematic dataon
roads and
bridges ismaintained and
updated periodically. They
are
known
as
Road Registers and Bridge Registers.
For national highways
and
many state
highways there
is
an
existing
system
ofinventorisation.
Wherever
available
these
data
may
be consulted and made use of
14.3. The
best way
of
preservation of
collected
data is to keep
them
in a computer based road
data
bank.
With
the
proliferation
and
increasing
use
of
computers
of
different
denominations
in
engineering
works, thismay soon
become
the usual
method. With
this
expectation
in
yiew
in
Appendix-8 is placed
a
brief
note on
introduction
of
computer
based road data bank.
14.4. In
case the
above
sources
are
not
available,
a
fi esh road
inventory
shall
have to
be prepared.
The
scope
ofthe
inventory would
depend
upon the
nature
ofthe
improvements
proposed. Condition
survey
or
riding
quality will, however
be
required
even if
inventory
data
is
available. For
economic
analysis,
the
majorroad characteristics
needed
are: \
For
pavement strengthening proj
ects,
information
on
the
subgrade
soil strength
and
pavement
thickness and
composition are needed. Deflection characteristics
(by
BenkebnanBeam or
otherInstruments)
are
also
required.
The
riding quality
is
measured
by
abump integrator orroughometer.
The
pavement width
is easily
measured.
The
vertical profile and
horizontal
curvature are measured
quickly
by car-mounted instruments
/
or can
be evaluated
from
topographical survey. In case
the
roughometers
are
not available,
the
riding
quality
or
the
roughness
in
term
of
Intemational
Roughness
Index
(IRI)
can
be
reasonably
estimated
by
subj
ective
evaluation
base
on
World
Bank TechnicalPaperNumber 46. The
guidelines
forsuch
roughness
assessment
are
given in Figs.
14.1
and 14.2.
For correlation
with
5^
Wheel
Bump Integrator
values
the
following relation
as
given
in
HDM-in
Volume-
1 may
be
used.
(i)
(ii)
(iii)
(iv)
Riding
quality
Pavement
width
Vertical
profile
Horizontal curvature
BI
=
630
(IRI) 1.12
where,
BI
=
Roughness
in
mm/km
IRI
=
Roughness
in m/km
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IRC:SP:
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ROUGHNESS
(m/km IRI)
0
Ride comfortable
over
1 20 km/h.
Undulation
barely perceptible
at 80
km/h in range
1.3
to 1.8.
No
depressions, potholes
or
corrugations are noticeable;
depressions
<
2 mm/3 m.
Typical
high quality
asphalt
1.4 to
2.3,
high
quality
surface
treatment
2.0 to
3.0.
\-
2
-
4
Ride comfortable up to 1
00-120
km/h.
At 80 km/h, moderately
perceptible
movements
or
large
undulations may
be felt. Defective
surface: occasional
depressions,
patches or
potholes
(e.g.
5-
1
mm/3
m
or
10-20
mm/5
m
with frequency
2-1
per
50
m)
or
many shallow
potholes
(e.g.
on surface treatment
showing
extensive
ravelling).
Surface without
defects:
moderate
cormgations or large
undulations.
-
10
Ride
comfortable
up
to
70-90
km/h,
strongly
perceptible
movements
and
swaying. Usually associated
with
defects: frequent
moderate
and
uneven
depressions
or patches
(e.g.
1
5-20
mm/3
on or
20-40
mm/5
m
with frequency
5-3
per 50
m), or occasional
potholes
(e.g.
3-1
per
50 m). Surface
without defects:
strong
undulations or corrugations.
Ride
comfortable
up
to
50-60
km/h, frequent sharp movements
or swaying.
Associated
with
severe defects:
frequent
deep
and
uneven
depressions
and
patches
(e.g.
20-40
mm/3 m or
40-80
mm/5
m
with
frequency
5-3
per
50 m),
or frequent potholes
(e.g.
4-6
per
50
m).
L
12
Necessary
to reduce
velocity below
50 km/h.
Many deep
depressions,
potholes and severe
disintegration (e.g.
40-80
mm
deep with frequency
8-16
per 50 m).
Fig.
14.1.
Road
Roughness
Estimation Scale
for Paved
Roads with
Asphaltic Concrete or Surface
Treatment
(Chipseal) Surfacings
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IRCSP: 19-2001
ROUGHNESS
(m/kmlRI)
Recentlybladed
surfaceoffine
gravel,
or
soil
surfacewith
excellent
0
longitudinal
and transverse
profile (usually
found
only
in short
lengths).
|-
3
Ride
comfortable
up to
80-1
00
km/h,
aware
ofgentle undulations
or
swaying.
Negligible
depressions
(e.g
<
5 mm/3
m) and no
potholes.
--
4
h
8
--
10
-
16
Ride
comfortable
up to
70-80
km/h
but aware
ofsharp
movements
and
some
wheel
bounce. Frequent
shallow-moderate
depressions
or shallow potholes
(e.g.
6-30
mm/3
m
with
frequency
5-10
per,
50 m).
Moderate corrugations
(e.g.
6-20
mm/0.7-1
.5
m).
Ride
comfortable at
50
km/h
(or
40-70
km/h
on
specific
sections).
Frequent
moderate transverse
depressions
(e.g.
20-40
mm/3-5
|-
12
m at
frequency
10-20
per
50
m)
or
occational
deep
depressions
or potholes
(e.g.
40-80
mm/3 m with
frequency
less than
5
per
50
m).
Strong
corrugations
(e.g.
>
20
mm/0.7-1
.5
m).
H-
14
Ride
comfortable
at
30-40
km/h.
Frequent
deep
transverse
depressions
and/or
potholes
(e.g.
40-80
mm/1-5
m
at
freq.-
5-
1
0
per
50 m);
or
occational
very
deep depressions
(e.g.
80 mm/
1
-5
m with
frequency
less
than 5
per
50 m)
with
other
shallow
depressions. Not
possible to
avoid
all the
depressions
except
the
~
18
worst.
-20
Ride
comfortable
at
20-30
km/h.
Speeds
higher
that
40-50
km/h
would
cause extreme
discomfort, and
possible
damage
to the car.
On
a
good
general
profile: frequent
deep
depressions and/or
1
22
potholes(e.g.
40-80
mm/1
-5
mat frequency
10-
15
per 50m)
and
occasional
very
deep
depressions
(e.g.
>
80 mm/0.6-2
m).
Qn a
poor
general profile: frequent
moderate defects and
J
24
depressions
(e.g. poor
earth
surface).
Fig. 14.2. Road
Roughness
Estimation
Scale
for
Unpaved
Roads
with Gravel
or Earth Surface
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IS.
DRAINAGE STUDIES
^
15.1.
General
15.1.1.
Drainage
ofhighwayrefers to
the satisfactory
disposal of
surplus
water
within
thehighway
limits.
The
water
involved
maybe
precipitation
falling
on
the
road, surface
runofiF
form the
adjacent land,
seepage water
moving
through
sub-terranean
channels,
or
moisture
rising
by
capillary
action.
Adequate
information
about drainage
patterns
is
necessary to
devise
an
effective drainage
system, which
brings
into
focus
the
need
forrequisite
studies and
investigations.
1
5 .
1
.2.
Drainage studies
have the
following
principal
objectives:
(i)
fixing the grade
line
ofthe road
(ii) design
of
pavement, and
(iii)
design of
the
surface/sub-surface
drainage system
^
15.1.3.
Main
components
ofthe
drainage investigation are determination
of
HFL
and
ponded
water level, depth of
water
table,
range oftidal
levels
and amount
of
surface
runoff.
Besides this,
for
cut
sections in
rolling
and
hilly areas,
it
wouldbe
necessaryto
carry
out
special investigations for
sub-temmean
flows
and seepage ofirrigation
water from fields
situated
above the road.
15.1.4. Extent
of
studies
and the data to be collected
will
depend
on
the
type and
scope
ofthe
project.
Usually good
deal
ofinformation couldbe
collected through site
inspection, sinq)le measurements
and
local enquiry. Most appropriate
time
for
such
enquiries
is
during the
stage
of
preliminary survey
(see
section
8)
so that the information
gathered
can
be
of
use in
fixing
the ahgnment
and
finalising the
broad
strategy for
improving
the
drainage. Detailed
investigations
could
continue
till the
final
location
survey
when
any adjustment
in
the
light offurtherdata
could
still bemade
before
the
project
in
finallyready.
In
the
case
ofcut
sections,
investigations
for seepage and sub-terranean
flows
may
generally
have
to be done
again at
the stage of formation cut
whennew
features
may
come
to
light
warranting
modifications
in
design
or the need for
special measures.
15.2.
High
Flood
Level
15.2.1.
HFL
govems
the grade
line
of
a
road
and its
reasonably precise
estimation is particularly
important. The
design
HFL
should be
based
on
a return
period depending upon
the
importance
ofthe
structure.
Information in this regard cannormallybe had from
the
irrigation
department who maintainand
analyse such data.
Inspection and local enquiry can often
provide
very useful
information, such
as
marks
lefton trees or
structures indicating the
maximum flood
level. HFLs
so
determined
should also becompared
with those for
the
adjoining
sections
of
the road
or
nearby railway/irrigation
embankments
to
correctany
mistake.
15.2.2.
Construction of
a
highway
embankment
may
sometime block
the natural
drainage paths
and cause
a heading
up
on
the
water
on
upstream side.
In
finalising
the
HFL, due
allowance
for the
possible afflux in
such
circumstances
must bemade. Adequate
number of
openings
shall be
provided.
15.3.
Depth
of
Water-Table
15.3.1.
Knowledge
of
the high
water-table
(for
various retum periods)
is
necessary
for
fixing
the
siibgrade level
deciding
the
thickness
of
pavement,
and
taking
other
design
measures
such
as
provision
of
capillary cut-offs
or interceptor drains.
Depth
of
water-tabtemay be
measured at
open
wells
along
the
alignment
or
at
holes
specially
bored
for
the
purpose.
Usually
observations
should
be
taken
at
intervals
of
one
kilometre
or less, preferably
at
the time ofwithdrawal ofthemonsoon,
when
the
water
-table
is
likely
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IRCSP:
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to
be the
highest.
If
there is
any evidence ofspring
flow
in the
test
holes, this
should be
carefully
recorded.
The
depth ofwater-table should
be
measured with reference
to a
common
datum.
15.3.2.
Besides
high water-table itmaybe helpful to
know
the
fluctuations
in
water-table.
For
this
purpose,
measurements
of
the lowest water-table
in the
driest
month
should
also
be
made.
1 5.3.3.
In
areas
where
the
climate
is arid
and
the
water-table is known
to
be at
least
one metres
below the
general
ground level, depth ofwater table need not be
measured.
1
5
.4.
Ponded Water
Level
1 5
.4.
1
.
In
situation where water
stagnatesby
the roadside for considerable
period,
e.g.
^
irrigated
fields etc., information
about
the
level
ofstanding
water
should
also
be
collected
and
considered
for design
in
conjunction
with
HFL
and
water-table.
15.5. Special Investigations
for
Cut-Sections
15.5.1.
In cut sections
in rolling
or hilly
terrain,
the
problem
of
seepage
flows
is
common.
The
seepage water
may
be
due
to
high
water-table,
sub-soil
water
moving
through
sub-terranean
channels
where
a
permeable
soil layer
overlies an impermeable
stratum,
or irrigation water in adjoining fields
situated
at
a
higher level
.
Where such conditions
exist, itmaybe
necessary to intercept the seepage
flow
to
prevent
saturation
of
the road bed
.
1 5.5.2.
Preventive
measures in this
regard can
consist of
deep
side
drains
of
open or
French
type (to
check sideway
seepage
or
lower
the
water-table), buried
transverse
drafns
(to
cut-off
the
longitudinal sub-surface
flow,
undemeath
the
pavement, especially
at the
transition
&om cut to
fill
sections),
or
blanket course/sub-drains
below the
pavement
in combination
with
side drains
(to
protect
the
pavement form
excess
hydraulic pressure). Actual
treatment in
each case
will
depend on
factors
such
as
the
intensity
of
seepage,
depth
of
the
permeable
strata
etc.,
for
which
investigations
would
be
required.
15.5.3. Analysis ofwater-table
information (see
para
14.3)
in conjunction
with
the surface
profile
will
indicate the
possible
problematic
areas
as regard
seepage
flows.
As
an adjunct to this, ground within
the
highway
limits
should
be
surveyed
soon af^er
the rainy season to
visually
identify the seepage zones,
normally
characterised by
wet
areas and
patches. The
following detailed investigations
could
then
be
taken
up
at these locations to
decide
the
appropriate drainage
measures against
seepage
(i)
Soil profile of the
area i.e.
soil
type
and
the depth of
various
strata.
(ii)
The head under
which
seepage
water
is
flowing
and
its hydraulic gradient.
This could
be
measured
through
a
series
of
stand pipes
placed
in
observation
holes.
(iii)
Permeability tests
on strata
through
which the ground
water
is
flowing.
.
15.5.4. It is
desirable that
investigations for seepage
flows rnay
have tobe
repeated
during
execution,
particularly at
the
stage
of
formation
cut,
when
it may
be
possible to
make
a
closer
examination
to
locate
the seepage
areas more
accurately.
The
additional observations may
warrant
changes in
the
original
design
or the
need
for special
measures.
15.6.
Surface
Run-off
1 5.6.
1
. Surface
run-off
to be
catered
for includes
precipitation on the
highway itselfand flow
from
the
adjoining
areas.
Run-off
is
ultimately
led
away
form
the
highway
area
to
the
natural
drainage
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channelsby
means of
side drains.
For
the
design
ofthese
drains,
the following
investigations,
would
need
to
be
carried
out:
i
(i) Study ofground
contours of the land
adjacent to
the
highway
for determining
the catchment
y
contributing
to the
flow in side drains.
(ii)
Determinationofthesurfacecharacteristicsofcatchmentarea,
i.e., the
type
ofsoil, vegetation,
slopes
etc.,
and
(iii)
Study ofground contours
for
locating
the outfall
points.
1
5 .6.2. For further guidance about
the design ofsurface
drainage
system,
reference
may be
made to the
IRC Code of
Practice
for
Road
and
Airfield Drainage .
16.
CROSS-DRAINAGE
STRUCTURES
16.1. For cross-drainage structures, i.e.,
culverts,
surveys and investigations
are
carried
out
essentially
for:
>
(i) Selection of site,
and
(ii) Collection of
data
for design of the structure.
16.2. Selection of Site
1 6.2. 1
.
By
and
large the siting of
culverts
should
be
guided
by
the geometric
features
of
the
road
alignment unless there are
specific
problems oflocation and design. Where defined channels are existing
forwatercourses, the
culverts
may be
located on
that.
In
case ofprovisionof
waterway
only forbalancing
purposes
along
a
flat featureless
terrain, the
spacing
and location
may
be
for achieving
the best balancing
work along
the design geometric alignment. Where
there
is
a
choice,
the followingpoints
should
be
kept
inview:
(i)
The site
should
be
on
a
straight
reach
of
the stream
sufficiently below
bends.
(ii)
The
location
should be as
far
away
from the confluence of
the
large tributaries
as possible.
So
as to be
beyond
their
disturbing
influence.
(iii) The bands should be
well
defined.
(iv)
As far as
possible
the
site should
enable
a straight alignment
and
a
square
crossing.
16.3. Collection
of
Data
for New Structures
16.3.1.
For designing
culverts,
hydrological, physical and
foundation
data are required
to
be
collected. In
addition, site
inspection with local
enquiry and a study
of
the nearby
road
or
railway cross-
drainage
structures
on
the
same
streamor
in
the
vicinity,
will
provide
useful
information
about
HFL,
afflux,
tendency
to
scour, the probable maximum-tlischarge, the likelihood of
collection
ofbrush-wood
during
floods,
foundation
problems, etc.
1
6.3.2. The
essential data needed for
design ofnew culverts are
.
'
(i)
Catchment Area: Where
the
catchment,
as seen from the
topographic
sheet,
is less
than
about
1
.25 sq.km. in area traverse
should
be made
along
the watershed with
a chain and
compass.
Where the area
is
flat
without defined
watershed,
it
would first be
necessary to
conduct
a local contour survey
to
identify the watershed before
taking up the
traverse for
larger
catchments,
the area can
be
measured
from
the 1
:50,000
topographic
maps
by
using a
piece of transparent
square
paper
or planimeter.
(ii)
Cross-sections:
As a rule, for a sizeable
stream,
three
cross-sections should be
taken, one
at
the
selected
site,
one
upstream and another
downstream
of
the site,
all
to the
horizontal scale
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of
not
less
than 1/1000
and
exaggerated
vertical scale
of not
less
than
1/100.
Approximate
distance
upstream
and
downstream
of
the selected site
where
cross-sections
may be
taken
as
shown
in
Table
5.
Tables
Catchment area
Distance
(u/s &
d/s
of the
crossing)
at
which
cross-sections
should
be
taken
2.5
sq.km.
150m
From
2.5
to
10
sq.km.
300m
Over
lOsq.kni.
400mto 1600m
The
cross-sect
>n
at
the
proposed
site
of the crossing
should show
levels
at
close intervals
and
indicate
ou
rops
of rock, formation
of
poois, scourholes etc. where
and
existing road or
a
cart-track
cro
es the stream
at the selected site, the
cross-section should
not be taken
along
the centre line t
Jie road
or the track as that
will
not
represent
the natural shape
and
size
of
the
channel.
Inste:
; the cross-section should
b©-taken a
short distance
upstream or
downstream.
In
the
case
of
^
;ry
small streams
(Catchments of
40
hectares
or
less),
one
cross-section
may
do
but it
shoul'i
be
carefully plotted
so as
to represent
truly the normal size
and shape
of
the
channel on
a straight
reach.
(iii) The Maximum
HFL:
The
maximum
high flood
level should
be
ascertained
by
intelligent local
observation,
supplemented
by local enquiry
and
marked
on
the cross-sections.
(iv)
Longitudinal
Section: The longitudinal section
should
extend upstream and
downstream
of
the proposed site
upto the cross-section mentioned
in
(iii)
above and
should
show levels
of
the
bed,
low water
level
and
the
HFL.
,i
(v)
Velocity
Observation: Attempts
should
be
made
to observe
the
velocity
during
an actual
flood, but if that flood is
smaller
than
the
maximum
flood, the observed
velocity
should
be
suitable
increased.
The
velocity thus
obtained
is
a
good
check
on
the
accuracy
of
velocity
calculated
theoretically.
(vi) Trial Pits: Where rock or some firm
undisturbed
soil
stratum is not likely
to
be far
below
the
bed of
the stream,
a
trial
pit should be
dug
upto
the
rock
or
firm
soil.
But
ifthere
is
no rock or
imdisturbed firm soil close to
the
stream bed
level,
then the trial pit
should
be taken
down
roughly up to
twice
the
maximum
depth ofthe existing or anticipated scour
line.
The location
of each
trial pit should be shown
in
the
cross-section of the proposed site.
The
trial pit section
should be
plotted
to
show
the kind
of
soils
passed through.
Where
trial pits are
not
possible
because of
longer
depths
or
for other
reasons, trial
bores
should instead
be
made.
For
very
small
culverts, one trial
pit
will
be
sufficient.
16.4.
Design
of
Cross-drainage
Structure
1
6.4.
1
.
The steps
involved
in
the
design
of
cross-drainage
structures include:
(i)
Estimation
of design
discharge
(ii)
Choice
of type of
structure
to
be
provided
(iii)
Determination
of
waterway
and
vent
height
(iv)
Structural
design of
foundations,
sub-structure
and
super-structure.
For
details ofthe
design
procedure,
reference
may
be
made to IRC
1
3
Guidelines for
the Design
of
Small Bridges
and
Culverts
For
design
of
minor
bridges,
reference
may
be
made
to
IRC:78
on
Foundation
and
Sub-structure
and
relevantMOST
Standard
Drawings
for
Super-structure.
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16.5.
Data
where
Improvement to
Existing
Drainage Structures
are Proposed
16.5.1. The
existing
drainage
structures
proposed
for improvement
should
be surveyed
and
data
collected
on the
following
points:
(i)
Type
of
structure
and details
of
span,
vent
height etc.
(ii)
Existing
width of
roadway
(iii)
Condition
of
foundations,
sub-structure,
super-structure,
parapets etc. and any deficiency
to
be
rectified
(iv)
Load
carrying capacity of the
structure
(
v)
Adequacy/inadequacy ofwaterway, signs
ofsilting or blocking
of
the ventway
,
over
topping
of the
structvu-e,
observed scour level,
pattern,
etc.
16.5.2. The
data
collected
should
be
presented inatabular
form along
with
proposals
forcoirecting
deficiencies.
17.
PREPARATION
AND
PRESENTATION OF PROJECT
DOCUMENTS
DETAILED
PROJECT
REPORT
(DPR)
17.1.
General
17.1.1. The
project data
collected
during the
survey
and
investigation together with
the
proposal
worked out on that
basis should
be
presented in
a
proper
form
for
full
appreciation by the appropriate
authority. These
should
be
prepared
in
three
parts
underthe following headingswhich
when
read together
will
constitute
the
complete project
document:
(i) The Report
(ii)
Estimate
(iii) Drawings
Details to be presented in each part
are brought
out in
subsequent paragraphs for
guidance.
It
should,
however,be
understood
that the extent of
detailingofan individual
aspect
would
depend
upon the
size of
the
concerned
project
and its
scope,
e.g.,
whethernew
construction or improvement
to
an existing
road.
17.2.
Project Report
The Project
Report
is one
of
the most important parts ofthe project
document
and
should
give
a
precise
amount
ofthe
different features
for
easy
understanding and
s^preciation ofthe proposals.
The
information
provided
may
be
conveniently
dealt
with
under
the
following
heads:
Executive
summary
Introduction
Socio-economic profile
Traffic
surveys
including
traffic
forecasts
Engineering surveys
and
investigations,
and
proposed road features
Pavement
studies
Design standards and specifications
Drainage
facilities including cross-drainage structures
Environmental
and social considerations including
rehabilitation
and
resetdement
50
(0
(ii)
(iii)
(iv)
(V)
(vi)
(vii)
(viii)
(ix)
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(x)
Materials, labour and equipment
(xi) Rates and
cost
estimates
(xii)
Economic
analysis
and financial
analysis
(where required)
'
(xiii) Construction
constraints
and programme
(xiv)
Miscellaneous
(xv)
Conclusions
and
Recommendations
The
design
calculations,
etc.
with
regard
to
the above items
should be
attached.
17.2.1. Executive Summary:
Executive
summary
will
summarise
the entire report. All the salient
points
will
be included. The executive
summary
should
be
such that a top
executive
is able
toknow all
the
features of
the project
that are required
for decision
making.
17.2.2
Introductioii:
This
should cover:
(i)
Name of the
work
and its broad
scope:
Information here should
give
a
general
idea of the
scheme
as a
whole.
(ii)
Authority
and
plan
provision:
Give
reference
to
the
order
of
the
competent
authority
calling for
the
project
and the
provision
for the
work
in the
relevant
development plan.
(iii)
History, geography,
climate, dimography, etc.
Previous history
of the
road and its present
condition
(in
the
case
of existing roads) or
development
history
for project
as
regards economic
activity,
population
served,
available
transport
facilities,
etc.
(in the
case
of
a
new roads).
Highlight
aspects such
as
prone
to flooding of the area,
waterlogging,
etc.
The general topographical
and geological
features
of the
area.
Ramfall,
annual average intensity and distribution
during
the
year,
range
of
temperature during
summer
and
winter
months
periods
of
low
and high
water
levels
in
river/canal,
etc.
(iv)
Necessity: Indicate the necessity for the
project
and
the
circumstances
which
have made its
execution urgent.
17.2.3. Socio-economic profile:
This should
cover
Socio-economic
profile ofthe region
and the
Project
influence
Area (see Section
5)
1 7.2.4. Traffic
surveys
and traffic
forecasts:
Discuss the
type
of
traffic
surveys
conducted for
various sections,
the
data
collected
and
the results of future growth. Present
the
design
traffic
figures
separately
for each element of
the
project,
e.g.,
width
of
carriageway,
pavement,
intersections,
railway
crossings,
etc.
For existing
roads,
discuss
the
accident
data
with
special reference
to
the known
accident-
'prone
location.
17.2.5.
Engineering
surveys
and
investigations
and
proposed
road
features:
Description
under this
head should inter-alia
cover:
(i)
Route
Selection
Considerations
governing
the
route
selection and
the
effect of
the
proposed
route
on
the
overall
transportation
pattern of
the area
with
respect to
other
facilities,
like,
railways, inland
waterways,
etc.
(in
the
case
of new roads).
Discuss the merits and
demerits of
alternative
routes
investigated
and reasons
for
selecting the proposed route.
(ii)
Alignment
The
general
alignment
of the
road
and
its
details,
section
by section, with
reference to
topographical and
geological features,
obligatory
points,
such as, bridge sites, important
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population
centres, existing
or
prospective industrial centres,
etc.
Also,
discuss
points of
general
importance,
like,
high banks,
heavy cuttings, nature of
gradients,
radii
of
curves,
sight
distance,
nature of
soil along that
alignment,
etc.
(iii)
Roadland, roadway,
carriageway
and other
cross-section
elements
Discuss
the
proposals
regarding
right-of-way,
acquisition of
structures alongside
roadway,
carriageway
width,
etc. In
the
case of
existing roads,
compare
the cross-sectional
elements
with
the
existing
widths.
(iv) In
case of the
existing roads or
where
relevant,
the above
subject should
cover
aspects, such
as,
road
inventory, road
condition survey, geo-technical
investigations, bridge inventory
study,
bridge condition
survey, etc.
17.2.6.
Pavement studies
(i) Road Design
Bring out the
special features ofroad design,
e.g.,
fixation of
grade
line vis-a-vis
HFLAVater
table,
high
embankments, treatment
of
cut
sections,
design of road junctions, removal
of
geometric
deficiencies
in
the
case
of
existing roads,
remedial
measures for
land-side
prone
location,
etc.
Attach
design
calculations
where
necessary.
Discuss
any
deviations
from
the
prescribed
standards,
with
reasons
for
the same.
(ii) Pavement Design
Present the
soil investigation
data
for pavement
design in
a
tabular form
(including
Benkelman
Beam
deflection
data,
if collected
in
the case
of
existing
roads). Discuss
the methodology of
collecting these
data
and
bring out
the pavement design proposals
with
respect to
the
alternatives considered.
.
-
(iii) Masonry
Works
(other
than CD.
Works)
^.-r:-^,^
Bring
out the
proposal
for
retaining
walls, breast walls,
pitching, parapet
walls,
railings,
etc.
Attach
design calculation
where
required.
1
7.2.7.
Designs
standards
and
specifications:
Give
reference to the standard
specifications,
in
accordance
with
which
the
works
are proposed
to be
executed. Highhght where
any
modifications are
proposed
or special specifications are advocated.
17.2.8. Drainage facilities
including cross-drainage structures
(i)
Discuss
the investigations
carried out
for
designing the
drainage measures and bring
out the
salient
points in
respect
of H.F.L., water-table,
ponded
water level,
seepage
flows, closure
periods incase of canals,
etc.
(ii)
Give
details
of the surface/sub-surface
drainage measures proposed,
e.g.,
longitudinal side
drains,
catch
water
drains,
longitudinal transverse sub-drains,
blanket
courses, etc. Attach
design
calculations/drawings
as
necessary.
(iii)
Highlight
if
any
special measures
are proposed to
check
soil erosion
and assist soil
conservation.
(iv)
Discuss the proposal
regarding
small
cross-drainagie
structuresri
e.,
culverts.
Give
details of
the proposed
structures in a tabular form
with
cross reference to
the
standard
designs adopted
on
the
detailed drawings
enclosed.
The table should also indicate
special features
of
each
structures
like design
HFL,
deck
level, waterway,
etc. Attach
water-way
calculations.
(v)
In case of
improvement
to existing
roads
list out the cross-drainage
structures
proposed
to be
improved/widened/reconstructed
with
details
of
improvement
and
justifications.
(vi)
State whether
the structures
to be
built
with
regard
to
standard designs.
If so,
give
reference
to
the relevant
drawings. Otherwise
,
attach
design
calculations and
drawings.
1 7.2.9.
Environmental
and social
consideration
including R4&R:
Significant
beneficial
and
detrimental
impact
of
the
proposed
works
on
the environment in terms of
air
pollution, damage
to
life
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(ii)
Parking Places:
Provision
of adequate areas
of
parking spaces
at suitable
locations
is an
important feature of road
networks,
particularly in
urban situations.
On
rural
highways
also,
depending
upon
the intensity
oftraffic, parking
places
are
required
to
be provided
in complexes
with
wayside
amenities
for
trucks
as well as
passenger cars
and tourist
vehicles.
On
busy
roads
when
vehicle break-down
occurs,
the immobilised
vehicle needs
to
be
pulled
upon
the
extreme
edge of
the
road embankment so
that
it does not in any way
interfere with
the
traffic
flow.
Near
fuelling
stations,
rest or
units with
other type
of amenities for
travellers
or truckers,
there should
be
suitable lay-bys adjacent to the
highway.
(iii)
Traffic and Traffic Safety: The number
of
accidents
occurring
on our
roads
and
the number
of
lives
lost in
road accidents
is one of
the
highest
in
the world.
Consequently,
the
total
economic loss to the country
is
huge
even
excluding
the cost
of
delay,
pain,
deprivation and
suffering,
etc.
for which it is
difficult
to
make
economic
evaluation.
Pursuant
to the national
targets for
reduction in accidents and fatalities, it is necessary
to
make
provisions
for
traffic
safety in
the design and
estimates
of
the
project.
It
is commonly
said
that traffic safety
is
dependant
on
provision
of
three
E's, i.e..
Engineering, Enforcement and Education. In
the project preparation
stage care can
be
taken
only on the
engineering
aspect.
Geometric and structural
provisions in the
project should,
therefore, conform to the engineering standards
and
elements
essential
for the design
speed,
capacity,
etc.
of the concerned project. Since
pedestrians
and
cyclists
constitute a
large
percentage
of
the
fatalities,
specially
on urban
roads,
adequate
safety
provisions, like,
segregation, provision
of
side-walks, footpaths,
cycle
tracks,
crossing facility
at intersection,
proper
lighting,
etc.
where
relevant, shall, have
to be
provided.
The
MORT&H
has published a
Manual for
Safety in Road Design
-
A
Guide
for
Highway
Engineers , the
suggestions
of
which
should be kept in
view
during project preparation.
Also, no compromise or comer-cutting shall be
allowed
on
provision
of adequate road signs,
road marking and use
of
other suitable traffic safety aids.
Safety Audit:
Depending
upon the
importance of
the project,
where
considered
necessary,
arrangement
for
competent
safety
audit
on
the
design
and
engineering
provisions
may
be
made
for
experts
advice
by
some eminent
consultant
or professional organisations.
Toll
Plazas:
For
collection
of
tolls
or fees for using
a
particular
highway
facility
it
is
often
necessary
to construct suitable toll
plazas
on the
highways.
The location,
construction
and
operation of the
plazas
should
be such
that it
does not
substantially impede the
traffic
flow,
takes
the least
amount
of
time in
collecting
the
toll
and in
every possible
way
be
efficient
and
convenient
to
the
road user.
For
construction
of
toll plazas
on
National Highways,
the
Ministry of Surface
Transport
has
from time
to
time circulated
several guidelines, the most
well
known of
which
are
those
under Ministry's
letter
No.33054/7/88-S&Rdt.
4-1
1-92.
The
circular contains
general
guidelines
for planning,
construction and
operation
of
modem
toll
plazas
on
National
Highways including
procedural
details
for
selection of an
appropriate
design, layout,
construction
keeping
in
view
traffic, terrain
and
type
of operating system
desired
(manual,
semi-automatic)
and the
likely
period
for collection
of toll.
(vi)
Dumping Grounds:
One
of the essential
requirement
of
road
planning
and
design is to
make
proper provision
for utilisation of unwanted
surplus materials
resulting from
construction
excavations
in
earth
work
and rock,
etc.
are normally tried to
be
adjusted
between cut
and fill
sections or
utilisation
low
level
areas
within reasonable
leads.
Where no such
thing
is
possible
or
if the surplus
material is of
unwanted
nature (like, dismantled
old
road
crust,
elements of
dismantled structures,
stumps
and
root
system for
trees,
rejected
bituminous
mixes,
etc.) these
require
to
be
dumped in
specially earmarked places. Depending
upon
the
requirement
of
space suitable
fallow
land or naturally depressed
low
lands
in need
of filling
may be
identified
within
easy
and
economic
leads
for
dumping
of
such
materials.
The
project
estunate
may
make
suitable
provisions for
such arrangement.
(IV)
(V)
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The
DPR
may contain
an assessment
of
the
requirement of
various
miscellaneous items,
their
type
design
and suitability
oflocation,
etc.,
like
the
following:
(i)
Rest houses and
temporary
worksheds;
(ii)
Diversion and
haul
roads;
(iii)
Arrangement
for water supply
and
other
site
amenities;
(iv)
Traffic
control
devices,
e.g.,
signs,
pavement
marking, guard
stones, kilometre
stones, etc.
(v)
Roadside
plantations,
turfing, landscaping,
wayside amenities,
etc.;
(vi)
Tourist facility items,
such
as,
parking/scenic
lay-bys;
(vii)
Safety in
construction
zone;
(viii)
Toll
plaza.
17.2.
15.Conclusions
and
Recommendations:
This should cover conclusions
and
recommendations about
the project
as a summary.
17.3. Estimate
17.3.1.
The
project
estimate
should
give
a
clear
picture
of
the
financial commitment
involved
and
should
be realistic. This is
possible only
ifthe items
of
work
are carefully listed, the quantities determined
to
a reasonable degree
ofaccuracy,
and
the rates
provided on
a
realistic
basis.
17.3.2.
The
estimate should consist
of;
(i) General
abstract of cost: This
should
give
the total cost ofthe
scheme
with
a
general
break-
up
under major
heads (with
further sub-divisions
as necessary),
e.g., land
acquisition;
site
clearance, earthwork,
sub-bases
and bases, bituminous
work/cement
concrete
pavement; cross-
drainage
and
other
miscellaneous
structures;
miscellaneous
items, percentage charges for
contingencies, work-charged establishment, quality control, etc. The General Abstract of
cost
should
also
include
the cost
of
shifting
utilities,
like,
electric
lines,
telephone
poles,
underground
cables, gas
lines,
sewers,
water pipes,
cost
of arboriculture, cost of removal of
trees and
compensatory afforestation.
,
(ii)
Detailedestimatesforeachmajor
head:
These
should
consist of
(a) abstract of cost
(b)
estimate of quantities
(c)
analysis of rates for items not
covered
by
the
relevant
schedule of
rates; and
(d)
quarry/material
source
charts,
17.3.3. Where a project
work
is proposed
to
be executed
in stages,
the
estimate
should
be
prepared
for
each
stage
separately.
17.3.4.
The
matter presented
should follow
a logical
sequence.
17.3.5. Where
provision
for escalation
has been made, its basis
should
be
explained.
17.4.
Drawings
1
7.4.
1
. General:
Project
drawings should
depict
the
proposed
works in relation
to
the
existing
features, besides
other
information
necessary
for
easy
and accurate
translation ofthe proposals in the
fields.
Foreasy
understanding
and
interpretation,
it
is
desirable that
the
drawings
should
follow
a
uniform
practice
with
regard to
size,
scales, and
the
details to be
incorporated.
1 7.4.2.
Drawing
size:
Drawings
should
be
adequate
size to accommodate
a reasonable length
of
the
road
or
a
structural
unit
in
full
details.
At
the
same time,
these
should not
be
inconveniently large
to
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necessitate
several
folds.
From this angle, it
is
recommended
that preferably
the
size
may be
594x420
mm
or
420x297
mm
corresponding to A2,
A3 respectively, as
per
IS
:
696
-
1
960. Drawings
ofthis
size
couldbe
stitched
in
a
folder
with
flexible
covers
so that the
folio
can be rolled
forconvenient
handling.
On
sheet of
A2 size,
it will
be
possible
to accommodate the
plan and
L-section
ofonekm
length
ofthe
road,
with
sufficient
overlap on
either side
and
on sheet
ofA3 size,
it
will
be possible to accommodate
the
plan
and
L-section of
750
m
length
of
the
road,with
sufficient
overlap
on either
side,
if
drawn
to
the horizontal
scale of
1 :2500. A
wider
margin
of
40
mmmay be kept
on
the
left hand
side
of
the drawing
to i&cilitate
stitching into a folio.
1
7.4.3,
Component
parts
of
highway project
drawings:
The
drawings
usually
required
for
a
road
project
include the following:
(i)
Locality map-cum-sste
plan:
This is
combination
of
a keymap
and
index
map
drawn
on a single
sheet. This will
be
the first sheet in folio of drawings
for a particular
section
of
the
road.
However,
where the
length
ofa section
is substantial, it
may become necessary
to separate
out
the locality map
and
the
site
plan.
The
former
being accommodated in
one sheet
and
the
latter
on a
series
of
sheets.
The
locality
map
(same as
key
map) should show
the
location ofthe road with
respect
to
important
towns
and
industrial
centres and the
existing
means
of communication'
in the
neighbourhood
so
as
to give a bird's eyeview of the proposed work.
The map
may
be
to
a
scale
of 1
:250,000
which
is one ofthe common scales
used
in
Survey
of India
maps.
The site
plan
(same as
index
map)
should show
the
project
road
and its
immediate
neighbourhood covering
the important physical features,
such as,
hills,
rivers,
tanks,
railway
lines,
etc.
It
may
be
to
a scale of 1
:50,000 and should
show
the, kilometres from
the beginning
to
end.
The
sheet
containing
the locality
map-cum-site
plan should have
a
legend
to
explain
the
abbreviations
and
symbols
used in
subsequent
drawing
sheets.
One
typical
example
of
locality
map-cum-site plan
may
be
seen
in
Plate-1.
(ii)
Lland
Acquisition
Plans:
These
should be
prepared
on
existing
village maps or settlement
maps giving
the
details
ofproperty boundaries and their
survey
numbers. A scale in the range
of 1
:2000 to 1 :8000
depending
on
available maps
will
be
suitable.
If for any
reason detailed
land
acquisition
plans are not possible, rough plans should
be
prepared.
Inter
alia,
the
plans
should show
the final
centreline of
the
road; and
right-of-way
boundaries, buildings,
wells,
—
monuments, trees,
etc.
affected
by the road
alignment, type of land, i.e.,
irrigated,
wet, dry,
barren, forest,
etc.
and
the
nature
of crops.
(iii)
Plan and
longitudinal section: Plan and
longitudinal
section
for one
km length
of the
road
should be
shown
on a single
drawing
sheet
as
far
as
possible
the plan should be at
the top and
the longitudinal
section
at the
bottom.
Common scale adopted is
1
:2500 for the
horizontal,
and
1
:250
for
the vertical, but
this
may
be changed suitably
for hilly stretches (also see
para
8.3)
The
plan, among
other things, should
show
the
final centreline
of
the
road,
right-of-way
limits,
roadway of the existing road
where applicable, existing
structures, drainage,
courses,
intersecting
roads,
railway
lines,
electric and telephone lines,
cables,
location ofcross
drainage
structures,
design
details
of
horizontal curves, bench marks,
position
of
POTs,
location
of
cross sections, contours,
north point,
etc.
The longitudinal
section should
show the profiles ofthe
proposed road, the
general
ground,
and
the
existing road
where
applicable.
In
addition, it should
show
details,
such as, the
gradients,
location
and
set
out
data
for vertical
curves, super-elevation,
details
of
horizontal
alignment, the design HFL, location
of drainage
crossings and
intersecting
roads,
pavement
design
features,
continuous chainage, etc.
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The manner of
presenting
the
details on
the plan and longitudinal
section
drawings
is
illustrated
in Plate-2 for
2-lane and
in
Plates-5 & 6 for 4-lane divided
carriageway.
(iv) Typical
cross-section
sheet:
In
a
highway project, cross-section
elements,
like,
width
ofthe
carriageway and
roadway, side
slopes,
and
pavements
cross fall
will
generally remain constant
for most ofthe road
length.
Instead
ofrepeating
these
details
on every
cross-section,
it would
be
desirable
to
show
these
on
a typical cross-section sheet. The
number
of typical cross-
sections
to
be
drawn
will
depend on
the
type
of
project,
the terrain traversed,
etc.
Generahy,
it
may
be necessary
to
show
at least
one
cross-section
each for
road
in
fill,
cut
and curve.
Sample of
a typical cross-section
sheet
may
be
seen in Plate-3 for
2-lane
and
Plate-7
for
4-lane divided
carriageway.
These should
be drawn
to a scale
of
1
:
1
00.
(v) Detailed cross-sections:
A
few detailed c^oss-sections
may
be presented serially
along
the
continuous
chainage. These
should
show
the
ground levels, existing road
levels
where
applicable, and the proposed
road levels. The
area
of cut
and/or fill involved
should
be
indicated as
also
the
type
and
thickness of the
different
pavement
courses. For
rest
of the
cross-sections computer
charts
showing tabulated level details and
distances
may
be
appended.
The recommended manner of presenting the cross-sections
is
illustrated
in
Plate-4.
(vi)
Drawings
for cross-drainage structures:
In a highway
project,
a
large
number
ofsmall
cross-
drainage
structures,
(i.e.,
culverts) will
be
required to be
constructed.
Unless,
there
is a
special problem,
it
should
normally
be
convenient
to
adopt standard
designs for
these. If a
standard
design
is
not used
for any
reason, a
separate
drawing should
be prepared for
each
cross-drainage structure.
A
convenient scale is
1:50.
For the
details
to be
shown on these drawings, reference
may
be
made
to
IRC:SP-13
Guidelines
for
Design or
Small Bridges
and
Culverts .
(vii)
Road
junction
drawings:
The
junction
drawings
should
show the existing
features of the
intersecting roads,
the
proposed improvements,
and
traffic
control devices,
like,
signs,
pavement
marking, etc. A
scale
of
1:500
or
1:600
will
be found
convenient
for
this purpose. Atypical
drawing
is
shown
in Plate-8 for
illustration.
(viii)
Drawings
for
retaining walls and
other
structures: These
drawings
should
clearly
show
the
foundation
and
structural
details as also
the
materials
proposed
to be
used.
The scale chosen
J
should
be
large enough to
show all
the
details
comprehensively.
(ix)
Drawings
of
wayside amenities.
'
(x) Location of
various
road
signs.
17.5. Check
List
Appendix-4
gives a
check
list
for
the various
surveys
and
investigation
work
involved
in
the
preparation
of
a road
project. The
various
items that
should be
incorporated in a
detailed
Project Report
are shown in
the
form
ofa check
list
mAppendix-9
for
guidance.
This is
intended
to
serve
in
a
ready
reference to ensure that
all
the
items
have
been
included
and
give
^in opportunity
to
the engineerpreparing
the project
to
review
his
work and
if
necessary to
state
in the
reports
why
some
items
have been left
out.
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Appendix-1
GUIDING
PRINCIPLES
COVERING
ROUTE
SELECTION
AND HIGHWAY LOCATION
1.
General
1.1. The
highway
should be
as
direct
as
possible between
the
cities or towns
to
be
linked,
thereby,
satisfying
the major
desired
linlcs.
A direct
highway link results
in
economy in
construction,
maintenance
and
operation.
1
.2. The
location should result inminimum
interference
to
agriculture and industry.
1.3. The location
should,
as
far
as
possible,
facilitate
easy grades
and
curvature.
1 .4. The location should
steer clear of obstruction, such
as,
cemetries,
burning
ghats,
places
of
worship,
archaeological
and
historical monuments,
and
as
far
as
possible, from
public
facilities, like, hospitals,
schools, play
grounds, etc.
1.5.
Where
the proposed location
interferes with
utility,
services,
like,
overhead
transmission
lines. Water
supply lin^s,
etc.,
decision
between changing
the
highway
alignment or
shifting the utility
services
should be
based
on
study
of
the
relative
economics
and
feasibility.
1.6. As
far
as possible, frequent crossing and re-crossing
of a
railway
line
should
be avoided. For
design
requirements in
such cases, reference
may
be made to IRC:39 Standards for Road-Rail
Level
Crossings .
1.7.
An
important
obligatory point in the selection of the
route
is the
location
of
river
crossings. While
crossings
of
major
rivers
(waterway
exceeding
200 m.) may have
to
be
as
normal to the
river flow
if possible,
with
highway
alignment
sub-ordinated
to
considerations
of the
bridge
siting.
Crossings
ofmedium/minor streams
should
be
generally governed
by
the
requirements
of the
highway
proper. If necessary,
such structures could
be
made
skew/
located on curves.
1
.8.
The
location
should
be
such
that
the
highway
is
fully
integrated
with
the
surrounding
landscape
of
the
area. In
this
connection,
it
would
be
necessary to
study
the environmental
impact
of the
highway
and
ensure
that
the
adverse
effects of
it are
kept
to
the minimum. .
-
1.9.
The highway
should,
as
far
as
possible, be located
along
edges
of
properties
rather
than through their
middle
so as to
cause
least
interference to cultivation
and other
activities and to avoid the
need
for frequent
crossing
of
the highway
by
the local people.
1.10.
The
location should
be, such as, to
avoid
unnecessary
and
expensive destruction
of
wooded
areas.
Where intrusion
into
such
areas
is unavoidable
the
highway
should be
aligned
on
a curve
if
possible
so as to
preserve
an unbroken
background.
1.11. The
location
should,
as far
as
possible,
be close to
sources of
embankment
axid
pavement
materials so
that
haulage
of
these
over
long
distances
is
avoided
and
the
cost
minimised.
1.12.
A
preferred location is
one
which
passes
through areas
having
better type
of
soil and
permits a
balancing
of
the
cost
of cut and
fill
for
the
formation.
1.13. Marshy
and low-lying land, and
areas
having
poor
drainage and
very
poor
embankment
material should
be
avoided,
as
far as
possible.
Also,
areas
susceptible
to
subsidence due to
mining
operations should be
by-passed.
L
l4.
Areas liable
to
flooding should
be
avoided, as far as
possible.
1.15.
Highways
through villages and towns
increase
traffic
hazards
and cause
delay
and
congestion.
Wherever
a
serious
problem
of
this
nature is encountered
it
may be advisable
to
by-pass
the
built-up area
playing
well
clear
ofthe
limits
upto which the
town
or
village
is anticipated
to
grow in the
future.
1.16.
As far
as
possible, areas likely to be unstable due to
toe-erosion
by
rivers,
shall be
avoided.
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1.17.
During
fixing of
alignment
by the side
ofa
river,
the
direction
of
flow of
the
river
and HFL records for
past
50
years shall
be kept
in
view.
1.18.
In
spite
of all
conscious
effort to
avoid running through forest
areas
many times roads
are
required
to
be
aligned
passing
through
the forest
land.
With
increase in
traffic
roads require
to be
widened
often leading
to
cutting of
ti-ees on
one
or
both sides
of
the road. All
these
unavoidable
feeling need
to
be
made
good
by
provision
ofcompensatory
afforestation in
equal or additional
areas
at suitable
locations.
Project
preparation needs
to
keep
this
aspect in view and
make necessary provisions
for compensatory
afforestation
where the
same is warranted.
1.19.
If
prior
to project
preparation
it is known
that
a facility under construction
is
to be widened
to additional
lanes, the
project
should be prepared
by
locating
the
first embankment and pavement in
an
eccentric
position
with
respect
to
the
total
land
available
and also freeze
the
total
land required for the
entire
envisaged
facility right in the
beginning. The
subsequent
construction may then
be
undertaken
symmetrically
with
respect
to
the
centre line
of the
land.
If
provision
of
additional lanes
has
to
be made
to
an
old
road,
it
can be done
either
by
addition of half the
requirement
symmetrically
on
each side
on
the entire
new
addition on one
side only.
The
points
to
be
considered in such
a case are:
(i)
the
availability
of
land
and
convenience
of
additional acquisition
in
view
of
presence
of
buildings
and
existing constructions
on
each
side
(ii) felling
of
trees
that may be involved
on
either side
(iii)
the width
of
new construction
and
facility of compaction
equipment
to
operate
and
(iv)
technical
convenience for construction of
additional
structures and
necessary protection
works for
the same in
the
vicinity of the existing
structures
(v)
Technical convenience for
locations
ofadditional two-lane
carriageway proferably on
up stream side
ofthe
flow
of
water, providing
better
protection
to the
existing facility.
2. Special Problems
of
Locating in
Hilly Areas
2.1. The
route should enable
the
ruling
gradient to be attained
in
most
of
the length.
2.2. Steep
terrain
and
other
inaccessible area should be
avoided,
as
far
as possible.
2.3.
Unstable hilly features,
areas
having
frequent
landslide or settlement problems and
up
slope benched
agricultural field with
potential for
standing
water
may be
avoided
as
far
as
possible.
2.4. Locations, along
a
river valley have the inherent advantage of
comparatively
gentle
gradients,
proximity
of inhabited villages, and easy
supply of
water
for
construction purposes. However,
this
solution is be-set
with
disadvantages,
such
as, the
need for large
number ofcross-drainage structures
and
protective works
against
erosion.
It
would,
therefore,
be necessary to
take the
various
aspects
into
account before
making the
final selection.
2.5. The
alignment
should involve least
number
of
hair-pin bends.
Where unavoidable,
the
bends
should
be
located
on stable
and gentle hill
slopes.
2.6.
In
certain
cases, it may
be
expedient to
negotiate
high
mountain ranges through tunnels.
For such cases,
the decision should
be
based on
relative
economics
or strategic
considerations.
2.7. In
crossing
mountain
ridges,
the
location
should
be
such that the
highway preferably
crosses the
ridge
at
their lowest elevation.
2.8. An
alignment likely
to
receive
plenty
of
sunlight should
receive
due
preference
over
the one which
will
be
in
shade.
2.9. Areas
liable to
snow
drift should
be
avoided.
2.10. As
far
as
possible,
needless rise
and fall must
be
avoided, specially
where the
general
purpose
of the
route
is
to
gain
elevation
from
a
lower
point
to
a
higher
point.
2.11.
Areas
of
valuable
natural
resource
and
wild
life
sanctionaries
shall.be
avoided.
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3o
Special
consideration for
locating roads
in
desert
area
3.1.
Locations where
sand
is loose and
unstable
should
be avoided and
the alignment
selected
along
ridges
having vegetation.
3.2.
Preference
should be given
to
areas
having coarse sand
than
to
areas
having
fine wind
blown
sand.
3
.3
.
In
locating
a
road
in
an
area
having
longitudinal
sand
dunes,
the
best location
is
always
at
the
top
of
a
ridge
or
in
the
inter-dunal
space.
Location
along
the
face
of
longitudinal
dunes
should
be
avoided.
3.4. The
alignment ofroad
should
as
far
as
possible
run
parallel to sand
dunes,
sand
dunes should
be
crossed
without disturbing
their
existing
profile.
4. Special
Considerations
in
Expansive
Soils
4. 1
.
Suitable forms of stabilisation, specially mixing
of
lime
in pulverised
soil
may be
necessary
to achieve
desired gain in strength.
5.
Special
Considerations
ofRoad in
Saline Soils
5.1. Locations
where large
salt
deposits occur should be bypassed.
5 .2
.
In
locating the road
in medium
and
highly saline
soil precautions
for
diversion
of
water
away from
road
bed
should
be taken.
5.3. On
wet saline soils,
highway
embankment
should
be
constructed
of
good
in^rted
soil
free
from
salts.
6.
Special Consideration
in
Marine
Clay
In
case the
marine
clay
site
is
under the
influence
oftide rise and
fall
ofwater,
the subgrade should
be
1
.0 meter
above
the highest
tidal
water
level.
Marine
clay are soft
and
compressible.
Therefore, stability of
fill
and
the magnitude
and
time
rate of
settlemeiit
needs to be evaluated
and
considered.
If
these
factors are
not
within the
acceptable limit
ground in^rovements
methods
may be
adopted.
7. Special
Consideration in
Water
Logged
Areas
7.
1 . Embankment
height
should
be
adequately above
level of standing
water.
7.2. Provision
of
capillary
cut-off
or blanket drainage facility
below pavement
may be
necessary.
8.
Points
of
Guidance
on Prevention
ofSoil
Erosion
needing attention
in
the
Construction ofRoad in
Hilly
Areas:
8.1. The road
construction project estimates should provide
for
not
only
the
requisite scale ofinvestigation but
also
the
necessary
measures
against
soil erosion
so
that
these
can be
built into the project
with
adequate
financial
provision.
8.2.
Before
fmalising
the
alignment
erosion
potential
of
each
altemative
should
be
carefully
examined
and
the
one involving
least
disturbance
to the natural ground
should
be
preferred.
8.3.
Roads
should
not
be
located
in
geological
by unstable strata,
if
this
can be
avoided.
Study
ot the
geological
maps of
the area
and
consultation
with
the
local Geological Department
will
be
helpful in this
regard.
8.4. Road
alignment should avoid large
scale
cutting
and filling
and
follow the
profile of the
land as
far
as
possible.
Use
of tunnels
to
avoid
deep
cuts
should be
considered where feasible
and
economical.
8.5. To
the
extent feasible, roads should be aligned
away from
streams
except
where
these are to be
crossed,
since the
greatest
damage
aways
occur
along water courses. Special
attention
is
necessary to
create
protective belts
of
forests
on both
sides.
8.6. It
will
be advisable, at
least for
important
roads,
to
have
consultation
with
officers
of
Forest
Department at
the stages
of route
alignment selection, surveys and investigations,
etc.,
so as
to
ensure that the
selected
alignment
has
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mnimUm potential for
soil erosion
and
that the
project
designs and
estimates
provide for the necessary soils
erosion
ontrol measures.
8.7. On hill Slopes
half
cut
and
half
fill
type
of cross-section
which
involves
least
disturbance
to the natural
ground, should
be adopted
subject to^
consideration of
economy and
road stability
being
satisfied.
8.8. The
cut
slope
should
be made
stable
for the type
of strata
in
the
initial construction stage itself
by
resortiAg
to
stable cut
slopes
with
benches,
etc.,
including
the
use
of slope
stabilising structures,
like, breast
walls,
pitching, etc.
8.9. Area
for
clearing and grubbing should
be
kept
minimum subject
to technical requirements ofthe
road. The
clearing
area should
be
pro'^erly
demarcated
to
save
desirable
trees and
shrubs
and
to
prevent overclearing.
8.10.
Location and
aligment ofculverts
should
be
so
chosen
as
to
avoid adverse erosion at
outlets
and siltation
at
inlets.
8.11. The
cross-drainage structures
should discharge
safely on the
valley
side
and in
this
connection
all
necessary
precautions/safe guards
should be taken
to
ensure
that
the
discharging water
does not cause erosion even
when
they
flow
for
long period.
8.12. Drainage of water
from
the
roadside
must
be given
top attention and
necessary
system ofdrains
will
be
received
to
deal the run-off
to natural water courses.
8.13. Appropriate
mitigating Pleasures,
like,
ground cover
planting and compulsory afforestation
may be
catered
^r.
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(ii)
Real income per capita
gwoth:
3.0
per
cent per
year
Then,
Growth Rate
(%)
=
[
1
.020
x 1 .03
-
1
]
x 100
x
E
First
Five
Second
Five Third
Five
Years
Years Years
E
for Cars,
2.0
2.0
1.8
Jeeps
and
Vans
E for
Buses 1.6
1.6
1.5
E
forTwo
and
Three
wheelers
2.5
2.3
2.1
Where
E
is the elasticity of transport demand,
(b) Freight
Traffic
Estimation of freight traffic is
more
complex
in
nature
and involves the
process
of iteration
as
well
as subjective
decision
so
as
to be compatible
with
the
regional perspective plans
and
other indicators.
The
basic steps
will
comprise:
(i)
From
socio-economic
profile find
out
the
annual
weighted
average
growth
rate
in
per
cent in the
agricultural,
industrial,
mining and tourisrn sectors (assumed
as
the predominant sectors)
from the
State
Domestic Product
(SDP)
data
base. This
growth
may be
computed
in
five
(5)
year
blocks;
(ii)
To
the
above growth
rate,
apply the elasticity
of transport demand.
For example
For
the
first
five
years
2.0,
second
five
years
1 .8
and
third
five
years
1
.6;
(lii) Based on
the above
generate movement
quantum in terms
of
commodity tonnage in the
same
block
of
years;
:
(iv) Now
assume
percentage of likely market shares
by
LCV, HCV
and
MAV
during the project
period;
(v)
Further assign
lead
distance
to connect the
commodity movement into
tonne-km
and using
step(iv)
generate numbers of
vehicles
in blocks of
five
years;
(vi)
As
a
check back calculate the
growth
rates to
examine
its
appropriateness in
the
context
of
regional
development perspective
and
other
development
parameters. Apply
suitable
corrections,
on subjective
basis,
to
finalise
the growth rates and generate
annualised traffic streams
in terms
ofLCV,
HCV
and
MAV for use
in
pavement
design as
well as
economic
analysis.
1.4.
Conclusion
From the
findings
of
the
alternative
methods
described, appropriate
growth rates
may be
adopted for
the
project
road concerned.
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Appendix-3
POINTS
ON
WHICH DATA
MAY
BE COLLECTED
DURING
GROUND RECONNAISSANCE
1
.
Details
of
route
vis-a-vis
topography of
the
area,
whether
plain, rolling
or
hilly.
2.
Length of
the road along
various
alternatives.
3.
Bridging
requirements
number,
length.
4.
Geometries
Features:
(a)
Gradient
that are feasible,
specifying the extent
of
deviations
called for
(b)
Curves
hair-pain bends, etc.
(c)
Railway
crossings
;
'
^ .
(d)
Ground
constraints
5.
Existing
means
of
surface travel-mule
path,
jeep
track,
earthen
cart tracks,
rail
way
lines,
waterway,
etc.
6.
Right-of-way available, bringing
out
constraints on account
ofbuilt-up
area,
monuments, and
other structures.
7.
Terrain and
soil conditions
:
7.1. Geology
of the
area
^
7.2.
Nature of soil, drainage
conditions and nature of
hill
slopes
7.3.
Road
length
passing through
(1)
Mountainous terrain
(ll)
Steep
terrain
(iii)
Rocky
stretches
with
indication of
the length in loose
rock stretches
(iv)
Areas
subject
to
avalanches and
snow
drifts
(V)
Areas
subjected to
inundation
and flooding
(vi)
Areas
subjected to sand
dunes including
location
of
dunes
(vii)
Areas of poor
soils
and
dramage conditions
(viii)
Areas
with very poor sub-soil
strength,
e.g.
marshes
(ix) Areas
of
high salinity or
wet
saline soil
7.4.
Cliffs and gorges .
7.5.
Drainage
characteristics
of
the area
including susceptibility
to
flooding
7.6.
General
elevation
of
the
road
indicating
maximum
and
minimum
heights negotiated
by
mam
ascents
and
descents
in hill sections
7.7.
Total number of
ascents
and
descents
in hill sections
,
7.8.
Disposition
and
location
of
sand
dunes
7.9.
Vegetation-extent and
type
8.
Climatic
Condition
8.1. Temperature-monthlymaximum
and minimum
readings
8.2.
Rainfall
data-average annual, peak intensities,
monthly
distribution (to the
extent
available)
8.3 Snowfall
data-average
annual, peak intensities,
monthly
distribution (to the
extent
available)
8.4.
Wind
direction
and
velocities
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IRC:SP:19-2001
ACTIONS
AFFECTING
ENVIRONMENTAL
RESOURCES
AND
VALUES
RECOMMENDED
FEASIBLE
MTTTING
MEASURES
EE
GRADI-
NG
(SUGG-
ESTIVE)
(ix)
Disruption
of
utilities
along
route
Shifting
of
utilisies
shall
be planned
in
advance and provision
kept
in the project
D2
(x)
Disruption
oftraffic
along route
Judiciously
planned to
avoid/minimise
disruption
Dl
(c)
Impacts
from Project Operations
(i)
Noise disturbances Shall not go up from present
level
Dl
(ii)
Vibration disturbances Appropriate planning
and
post-
construction
monitoring may
be made
Dl
—
^
^
(iii) Air
pollution
Appropriate planning
and
post-
construction
monitoring
may
be
made
Dl
(iv) Continuing
erosion
Protective vegetation
and
other medhods
shall be
adopted
D2
(v) Highway
runoffcontamination
Appropriate
planning
and
post-
construction
monitoring
to take
care
D2
(vi)
Highway
spills ofhazardous materials Appropriate spills control
program
and
post-
construction
monitoring
to
take
care
Dl
(vii)
Escape
of
sanitary wastes Appropriate
planning/
post-construction
monitoring to be
considered
Dl
(viii)
Congestion at
access/exit
points
Appropriate
planning/post-construction
monitoring
be made
to reduce/eliminate
the effect
D2
(ix) Inadequate
highway
maintenance
\
Post-construction monitoring
is
recommended
D3
Note:
lEE grading
Scale: D
1
-Not significant
D2
-Small
significant effect
D3-Moderate
significant
effect
D-4
Major
significant effect
68
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Appendix-6
(Ref.
para
10.14)
CHECK LIST
FOR A HIGHWAY
PROJECT
FEASIBILITY REPORT
1.
FEASIBILITY REPORT
1.1.
ExecutiveSummary
1.2.
Economic
and social
setting
(i)
State's economic profile,
including GDP,
agricultural production, industrial
output, mining, etc.
and
their growth rates
(ii)
State's
population
and growth rates
(iii) Potential
of industrial
and other economic
growth
in the
project influence area
1.3.
Transport
system
of
the
State
(i) Main
transport
modes
and
their extent
(ii) Road
network
in
km
by
classification,
carriageway width
and surface
type
(iii)
Vehicle
fleet
and
its
growth
(iv)
Annual
expenditure
on roads
(original works and
maintenance)
by road class
(v)
Annual
road
taxes (State
and Central)
(vi)
Profile of
road transport industry
(vS)
Road
maintenance
norms
and
allotments
(viii)
Road
accident statistics
(ix)
Consumption
of
petrol
and diesel and growth
trend
1.4.
Organisational
structure
of
P.W.DyHighway
Department
1.5.
Socio-economic profile
ofthe project area
1.6. Project description
(i)
Scope
(ii) Necessity
(iii) Source of
funding
and
budget
provision
(iv)
Selection of
route
(v)
Management
(vi)
Alignment
(vii) Cross-sectional elements
(viii)
Drainage
facilities
(ix)
Consfruction
technology
1.7. Methodology adopted
for the
studies
(i)
Division
into homogenous
sections
(ii) Traffic studies like
classified
counts,
Origin-Destination,
Axle Load
Survey
(iii) Traffic
growth
rates
(iv) Road
inventory,
including roughness
data
(v)
Survey and
investigation
results
-
Soil
surveys
-
Material
surv^ey
-
Pavement
deflection data
-
Design of
cross-drainage
works
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IRC:SP:
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Appendix-7
(Ref.para
14.1)
o
Z
o
Ui
Q
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a.
o
u.
>
>
z
o
O
Z
o
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Z
u
>
z
o
n
Remarks
Type
of
P
Work
and
C
T
of
Girder/
Slab
(m)
_j
„
Details
of
S
C
(
Type
Features
Deck
Carriageway
Footway
Railing
Deck
Carriageway
Footway
Railing
Deck
Carriageway
Footway
Railling
Year
of
C
Type
of
Bridge
Found-
ation
sub-
c
1
rp
ail
(Ul
c
Super-
s
Average
Vertical
C
(m)
Length
of
Bridge/Span
A
(m)
Name
of
River
and
Type
of
Crossing
L
(km)
6
tr>
y.
OU
>
a.
>
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o
0.
s
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a
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IRC:SP:
19-2001
o
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IRC:SP:
19-2001
OS
t
3
on
o
O
a:
T3
•
=
(L)
Remarks
Details
of
Cross
Roads
Carriage- way
Width
(m)
Road
No.
(km)
Location
(km)
Submer-
gence
(cm)
Embank-
ment
Height
(m)
Cond-
tion**
(G/F/
P/VP)
S
Width
(m)
Type*
(BT/CC/
GR/ER)
C
Condi-
tion**
(G/F/
P/VP)
Width
(m)
Type*
(BT/CC/
GR/ER)
Form-
ation
Width
1
(m)
Name
of
Village/
Town
Land
Use
(Built
Up/
A
I
Barren
1
k
1
Wl
1
Terrain
(Plain/ Rolling/
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IRC:SP:
19-2001
>
Q
s
S
MATERIALS
USED
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r-
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tT
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(
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DETAILS
OF
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COAT
(lu)
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75
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IRQSP:
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\
Many
commercial
design
packages are now
available
in
this
country for determining
the best alignment
for a
length
of
roads.
'
3.
What is CAD
\
When
using any
design
package
it is
important
to realise
its
limitations.
For example, although
the computer
can carry
out
calculations
rapidly
and
accurately,
it
can
only do these in the
way
specified
within
the program. It cannot
be
creative
nor
can
it
usually
take
decisions
except
in
very simple
situations.
What
it
can
do,
however,
is
to
provide
information
as an input
into
the
decision-making process.
This information will often
include
not
only numerical
comparisons
between
altemative
schemes,
such
as
capital
cost,
but
also subjective
comparisons,
such
as the extent
of
visual
intrusion.
\
In
all computer
applications it is
important
to
know
precisely the
analytical
basis
of
the
design program,
and
its
limitations.
It
should
be
remembered
that the
onus of
interpreting
any
outj^us always
lies
with
the
designer
using
the
program.
When
using
any
CAD
packages it is
important to
ensure
that
all
the input
information
is
soundly
based
and up-
to-date.
This
will
range from
information on
site
conditions, such
as, locations and types of
property, existing
accesses,
topographic
information and
existing road
and junction
layout details
(since
these
impose
possible
constraints on what
proposals
might
be
developed)
to the
design
year trafic
flow
predictions.
If the input
data
are
inaccurate
or
unreliable,
then the
outputs
will
also
be
poor, and this
can lead
to sub-optimal
layouts
being produced
and adopted.
A
CAD
system
will
normally consists
of
the
four main components as below:
(a)
Input devices
(b)
Processor
^
(c)
Datastorage
(d)
Output
Devices
A
single computer
can
either operate in isolation or
be
linked to other computers
via
a modem
or
the normal
telecommunications
network.
These
linkage can
be
within
the
same
office,
or
with
outside locations. This
enables
information
and
drawings to be
transmitted
quickly without the
necessity
ofphysical
moving larpe
amounts
of
paper.
4.
Data Input
Requirements
Highway
design CAD
programs and packages
can be
considered
under
two broad heading-junction design
and
road alignment design.
Some
CAD
packages
deal only
with
one
or other of the
above
design
areas,
but more
comprehensive interactive
packages,
embrace
both.
5.
Essential
Compatible Requirements
^
To
utilise
the
speed
and
accuracy
of any electronic
data
processing system
through
use of
sophisticated
computer hardware's
and
software packages,
it
is
necessary
to
modernise the data
capturing
from field/site
and
down
loading the
same
direct
to
the
computer.
Any
manual
intput
will
slow
down
the
process and
may
uivoive
error. Use
of
survey
equipment
such as Total
Station, Eletronic Theodolite,
Electronic
Distance
Measurement (EDM
),
Autolevel, etc.
are a
necessity
of
the
day
to
expenditiously
complete
a
road
project
to
meet
the
requirements
of high
intemationa
quality
project preparation.
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Appendix-9
CHECK
LIST
OF
ITEMS FORDETAILED
PROJECT
REPORT FOR
AHIGHWAY
1. PROJECT
REPORT
1.1.
Preliminary
(i)
Name
of
work
and
its scope
(ii)
Authority
and
plan
provision
(iii)
History,
geography,
climate,
etc.
(iv)
Necessity
(v)
Economic
profile
or
region
and road influence area
1.2. Road Features
(i)
Route selection
(ii) Alignment
(iii) Environmental
factors
(iv)
Cross-section
elements
(v) Traffic
studies
and
projection
1.3.
Road
Design and
Specification
(i)
Road
design
(ii)
Pavement
design
(iii)
Masonry
works
\
„
(iv)
Specifications
v
1 .4.
Drainage
Facilities
including Cross-Drainage Structures
(i) General
drainage condition, HFL, Water-table, seepage flows
(ii) Surface drainage,
catch water
drains,
longitudinal
side
drains
(iii)
Sub-Surface
drainage,
blanket
courses, sub-drains.
(iv)
Cross-drainage
structures
\
1.5. Material,
Labour
and
Equipment
(i) Sources of
construction materials,
transport
arrangements
(ii) Labour,
availability,
amenities
(iii) Equipment
^
1.6.
Rates
-
-
\^
-
(i)
Schedule of
rates
\^
(ii) Rate
justification
\^
1.7.
Construction
Programming
(i)
Working
season
and
periods
of
low water
level in
rivers
and canals
(ii)
Schedule
of
completing the
work
1.8.
Miscellaneous Items
(i)
Rest
houses,
temporary
quarters
(ii) Diversion
and
haul roads
^
(iii)
Site
amenities
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Appendix-11
A.
Salient Features
of
theMOEF
Enviroiiinent
Guidelines
for Highway Projects
1. Purpose
ofGuidelines
(i)
To
assist
the
project authorities
in planning
and
carrying
out EIA
and
envolving Environmental
Management Plan:
(ii)
These
guidelines apply to
both
new projects and
upgrading of
existing facilities.
2. Environmental Impact
Assessment
(EIA)
(i)
EIA procedure
identifies
the
possible
positive
and negative impacts
resulting
from a
proposed
project
(Table
A-
1
1
.
1
).
(ii) For identification
of impacts.
Table
A-
11.2.
are provides
a
list of
parameters relevant
to
transportation
project including roads. The parameters are
classiflced
into
four categories,
viz..
Natural
physical
resources, natural
biological resource, human
development
resources and quality
of
life
values
including
aesthetic
and
cultural
values.
See
Table A-
11.3.
for questionnaire for
environmental
appraisal
ofproject.
3.
Environmental
Impact
Statement
(EIS)
The EIS
should
cover
(i)
Brief
description
of
project
(ii) Description
of
existing
environment
with
in
project
influence
area
(Hi) Likely
impact;
adverse
and
beneficial,
reversible and
irreversible
(iv)
Mitigation,
protection and enhancement
measures
(v)
Consideration
of
altematives including
no change option
(vi)
Summary
and
conclusions
4. Environmental
Management Plan (EMP)
It
is an implementatioinplan for
mitigation, protection
and/or enhancement
measures recommended
in the
EIS. It may include
several
implementation plans.
Each
should
include;
(i)
Objective
(ii)
Work
plan for Design
criteria
(iii) Implementation schedule
(iv) Manpower
requirements
and
(v)
Monitoring.
5. Identification ofImpacts
(i) Physical
Resources
Impacts
on hydrology,
surface
water quality,
air
quality, soils
and
noise
impacts.
(ii)
Econogical
Resources
Impacts on
fisheries,
forestry,
wild
hfe,
ecosystems.
(iii)
Human
use
Values
Impacts
on
navigatioin,
flood
control, land-use.
(iv)
QuaUty
oflife
Values
Impacts
on
socio-economic aspects, resettlement
issues, public
health, aesthetics,
historical value.
6.
Measures for Mitigation of
Adverse Impacts
Careful
attention be
paid to site planning
to
minimise adverse impact
to
the extent possible.
Protection
measures may include establishment of
forest reserve
to minimise
encroachment, fencing of
road
land,
promoting
new
rural
occupations.
Measures
to
deal
with
the
various impacts are outlifed as imder:
(i) Air
Quality:
Mobile source
emissions.
Construction during
off-peak
hours
in
heavy
traffic
areas
Use of
low emission
construction
vehicles
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Periodic check
on
all
vehicles
for
emission control
Use of lead free gasoline.
vii)
Air Quality: FixedSource
Emissions
Stationary
equiment to
be
located
as
far away
as possible from
the
receptors
^
Areas prone
to
dust emissions be
sprinkled
with water
Dust covers
over
the beds of trucks
Low emission equipment
for construction
(iii) Noise:
Construction
period
Specify permissible
standards for
noise for
construction
equipment
Specify maximum permisible
noise
levels
in residential,
commercial
and
institution
areas
Specify
time
restrictions in sensitive areas such
as schools, hospitals
Describe methods
of
enforcement
for
the
above.
.
(iv) Noise: Operation Phase
ROW
to
have
buffer
strip
on
each
side
of road
and where
possible
tree belts
be
planted
Nose insulation including noise
harries in
certain areas
such as
schools/hospital
Rerouting
heavy
traffic
Changing
speed
limits
Changing
alignment
(v) Vibration
Appropriate
construction
technique
to
prevent
damages
due to vibration effects during
construction.
(vi) Relocation
Adequate
time
be
given
to
relocatee
to
find
suibable altemative place
Public relations through
media
Advance payment to
relocatees
Compensation
for land property
should
be
based on
fair market
value
Reestablishment
cost be carefully
considered
to
off
set
the loss in income, increase in expenditure
and
relocatees may be offered replacement
of living
unit organised
by
the project authorities.
Special
low
cost housing for
squatters
Set up
special work
sub-section to
follow
up the
problems faced by the
relocatees
7.
Environmental
Monitoring
(i) Air Monitoring
^
Monitoring stations
for air quality are
recommended along
the
project
road to
compare
with the
background data parameter to be
monitored
are CO, HC, S02,
NOx and Pb.
Frequency
and
duration
of
sampling
may
be
sorted out with
the
concerned
meteorological
departments.
(ii)
Noise Monitoring
Monitoring
of
lead
(Pb) content
in the
nearby
water bodies
and
plants
is
recommended.
Locations
be
determined
in
consultation with the Pollution Control
Boards.
(iii)
Water
Quality Monitoring
Monitoring
Sations
be
set-up
in
consultation
with
the
Pollution
Control
Board
of
the
Centre/State.
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3.
Cost of
environmental protection
measures
(Rs. Lakhs)
S.No.
Recurring
Cost per
annum
Capital
Cost
It
1.
Pollution
Control
3. Solid
Waste
Management
—
4.
Green
Belt
5.
Others (Please
Specify)
Total
xxm
Public
Hearing
A.
Date of Advertisement
B.
Newspapers
in
which
the
advertisement
appeared
C. Date
of
Hearing
D. Panel
Present
E. List of Public present along
with
addresses and
occupation
S.No. Summary/details of
public
hearing
Issues
raised
Recommendation
of
panel
Response
of Project
Proponents
1.
2.
3.
4.
The data
and
information
given
in
this Performa are true to
the
best of
my
knowledge and belief
Date :
Signature of
the
Applicant with
full
name
&
address.
Place:
Given
under the seal
of
organisation
on
behalf of
whom the
applicant
is signing.
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7.
Nature
of
Soil
\
(Clayey,
Sandy,
Silty,
Loam,
etc.)
8.
Permeability
along
the route
in
varius Sections
n.
Current
land
use ofthe proposed
project site
area (in
ha.)
A. Agricultural
1.
Irrigated
2.
Unirrigated
^
B. Homestead
C. Forest
D.
Notified
Industrial
Area/Estate
E
Grazing
E
Fallow
G
Mangroves
K
Orchards
L
Sand
Dunes
J.
No
Development Zone
K.
Marshes
L National
Park/Sanctuary
Total
HL
Alternate
Routes/
Aligments Considered
A.
B.
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C.
D.
Reason
for
selecting
the
proposed
Route/Alignment:
Land
use
plan
A. Does the
proposed project
conform to
the
approved
land
use ail along
the
route/alignment?
(To
be
certified
by the
concerned
Department
of
State
Government).
Yes
No
B.
C
If
not,
clearly
indicated, which of the
stretches are
not as per
approved
land
use.
Does
it
conform to the
Regional
Development
Plan?
Yes
No
Site Preparation
A. Is the
proposed route/alignment located in low-lying area?
Yes
No
B.
C
Level
before
filling (above MSL
in
m)
Level after filling (above MSL
in
m)
D.
Details
of fill material required
Quantity
of
Fill Material Source
required
(in
cu.m)
1
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J.
Does the
project
involve
any dredging?
Yes
No
If
yes, please
provide
the
following
details (capital/maintenance):
Extent
of
dredging,
disposal
of
dredged material
etc.
Is
any
sand proposed
to
be
removed
from sand
dunes?
Yes
No
Does the project
invalue cutting/destroying
ofmangroves?
Yes
No
If
yes,
give
detail
1. Area
2
Species
3.
Existing health
VUL
Details of the
location
Sea Other
Water
Bodies
River/Creek/Lake,
etc.
(Please specify)
Distance
of seaward
boundary
from the edge of the
alignment
(in
m.)
Distance of
seaward
boundary
of
construction (in
m.)
IX.
Does
the proposed
project
site
involve any
breeding or nesting ground?
Yes
No
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L
Number
and distance
(metres)
between underpasses
M.
No.
of intersectibns
N.
Length of Intersection
(metres)
O.
No.
of
Railway
crossings
P.
Length of
Railway
crossings
(metres)
Q.
No.
of
Villages through
which
alignment
passes through
R
Population of the villages
XV.
Raw material required
during
construction
S.No.
Item
Quantity
(Tonnes)
Mode of Transport
Source
1.
Stonemetal
2.
Bricks
3.
Sand
4. Cement
5. Bitumen
6.
Diesel
7.
Others (Please
specity)
XVI. Water
required
during construction:
A.
Water Requirements
(cu.m./day)
1
S.No. Purpose Average
Demand
Peak
Demand Source Type
Treated/
Untreated/Fresh/
Recycled
Remarks
1.
Road
making
2.
Dust
Suppression
3. Drinking
4.
Others (Please
specify)
TOTAL
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B.
Source
of Raw Water
Supply
(Net)
S.No. Source Cu.m/hr Cu.m/day
1.
Sea
2. River
3.
Groundwater
4.
Rainwater harvesting
5. Municipal
water
supply
6.
Others (Please
specify)
XVn.
Whether there will
be
any
ingress of
saline
water
into ground
water
due to project?
Yes
No
XVni.
Whether
any of the following
exist
within
7 km of the
project
site.
If
so
please indicate
aerial and
the
name
of
the site.
S.No.
Item Name
Aerial Distance (in km)
1.
National Park
2. Marine
Park
3.
Sanctuary/Tiger
Reserve/Elephant
Reserve/Turtle
westing
ground
4.
Core
Zone
of Biosphere
Reserve
5. Reserved
Forest
6.
Widlife
Habitat
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XXIV.
Occupational
Health
B.
C.
What
are the major
occupation health
and
safety
hazards anticipated including
due
to
use
of
explosive,
ifany?
What provision have
been made/proposed to
be made
to
conform
to health/safety
requirements?
Details
of personal protective equipment provided/to
be
provided
to
the
workers
XXV. Green
Belt
A.
a
c
a
E
F.
Total
area
ofproject (in
ha.)
Area already afforested
(for
existing
projects), in ha.
Area
proposed
to be
afforested
(in
ha.)
Width
ofgreen belt (minimum, in
m.)
along the
alignment
Trees
planted and proposed
1.
Planted
2.
Proposed
3.
List of
species
Proposal for
maintenance
ofplantation
Nos.
XXVL
Construction
Phase
A.
B.
Estimated
duration
of
construction
Number
of
persons
to be
employed
for construction
Peak
Average
Proposal
for
employment
of
local
people
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D.
What provision
has
been made
for
the sanitation
for the
construction
workers?
E
How
the
fuel (kerosene/wood,
etc.) requirement of
labour force
will
be met
to
avoid
cutting of
trees
from
the adjoining areas.
F.
Measures for Health
care will
emphases on protection
from
endemic
diseases.
XXVn. Socio-economic
profile
A.
Human Settlement
Aerial distance
from
the
periphery
of
the
site
Upto
500
m
From
the
Periphery
500
m
to 3000
m
From
the
Periphery
3000
m
to 7000
m
From
the Periphery
Population
Of
which
SC/ST
Number
of
Houses
Present
Occupational
Pattern
B.
Economic
Activity
S.No.
1
Population
Occupation
(Agriculture/Horticu-
lture/Fishing/Tourism/Transport
/construction)
Average Income
per
annum
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AND
LONGITUDINAL
SECTION
Kn
(,27/000.000 TO
Km 428/000.000
ORG NO
SH NO
1
DATE
1
I
RtV
1
SCALE
HOf)
70 0
30
fcO »P
-
7/23/2019 IRC SP 019.2001
http://slidepdf.com/reader/full/irc-sp-0192001 121/124
7/23/2019 IRC SP 019.2001
http://slidepdf.com/reader/full/irc-sp-0192001 122/124
7/23/2019 IRC SP 019.2001
http://slidepdf.com/reader/full/irc-sp-0192001 123/124
7/23/2019 IRC SP 019.2001
http://slidepdf.com/reader/full/irc-sp-0192001 124/124